Cockpit Review 737 200 300

The
Cockpit
Review
B737-200/300
Canova Aviation Publications

Gilbert, Arizona
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The Cockpit Review®
B737-200/300

Copyright 1997
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B737-200/300
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B737-200/300
This publication is dedicated to the memory of

Cmdr. W.T. Danbury

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B737-200/300
The
Cockpit
Review
B737-200/300
PREFACE
The material contained in this publication is based on information derived
from the Airplane Flight Manual, appropriate FAR’s, and other various non-
copyrighted publications. It is important to remember that, in all instances,
information from the manufacturer’s approved documentation for this airplane
or from applicable FARs shall always take precedence over the material in
this review. This publication may not be current or compatible with your
airplane, therefore, Canova Aviation Publications does not guarantee the
accuracy of this document and assumes no responsibilities for its use.

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B737-200/300

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B737-200/300
Contents
Preface 5
Chapter I The Cockpit Review 9
Chapter II Aircraft Limitations B737-200 299
Chapter III Aircraft Limitations B737-300 313
Chapter IV Aircraft Schematics 325
Chapter V Flight Training Profiles 365
Index 376
Appendix A Cockpit Photos 399
Appendix B Program Instructions 509
Appendix C Pictorial Index 524

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B737-200/300
Publisher’s Note
Chapter One of the “Cockpit Review” has been designed and format-
ted to follow a typical “oral” session that many airline and governmental
examiners use. We recommend that you prepare for the “oral” by reviewing
this chapter while sitting in a CPT trainer. If a CPT trainer is not available, a
cockpit wall panel would be helpful. Beginning with the overhead panel,
verbally describe each panel using a clear voice. Present your material in an
essay-type format. Try to verbally recall as much detailed information as
possible about each of them. Then, review the “Cockpit Review” and see if
your presentation matches ours.
By orating and reviewing in this manner, your presentation and

delivery of the information will improve, giving the appearance of being well
prepared. Good luck with the oral!
Capt. Bob Danbury

ATP/CFII - B727, B737, DHC-8, Learjet, Citation

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B737-200/300
Chapter I
The
Cockpit
Review

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B737-200/300
DG/Slaved Switch (200) Picture Schematic Schematic
• The DG/Slaved switch is a two position switch. Selecting the DG posi-

tion, supplies “non-corrected” directional gyro information to the compass
system. Directional gyro data is normally corrected by the flux valve
system. Selecting the switch to the SLAVED position, provides “cor-
rected” directional gyro information to the compass system. The fast
synchronization process is also activated by the selection of the switch
to the DG position. A second method of initiating the fast synchroniza-
tion process is the selection of the compass transfer switch.
Heading Control Knob (200)
• Selecting the heading control knob to either the left or right index position,
will cause the respective compass card to rotate to the desired heading.
Placing the heading control knob to the center index position, the heading
control function will be inoperative. Selecting the control knob to the first
index mark, the compass card begins a slow rotation. The second index
mark position, provides fast movement of the compass card.
Synchronization Indicator (200)
• The index alignment marks indicate the directional gyro function of the
compass system is being correctly slaved by the magnetic flux valve
system. The synchronization indicator will be inoperative when the DG/
Slaved switch is selected to the DG position.
Compass Transfer Switch (200)
• The compass transfer switch provides the means to select the opposite
(operable) compass system in the event of a compass failure or malfunc-
tion. The instrument transfer system may be inoperative for dispatch
provided the associated instruments are operating normally. Refer to your
MEL.

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B737-200/300
Compass System Review (200)
• The synchronizing process of the flux valves and the compass system
can also be seen on the synchronizing annunciator located on the RMI
(as installed). If the RMI synchronizing annunciator needle is pointing at
the DOT or CROSS indicators, it will indicate the compass system is out
of synchronization.
• Fast synchronization of the compass can be accomplished by three

different ways:
1. Re-establishing electrical power to the system.
2. Using the compass transfer switch.
3. Selection of the DG/SLAVED Switch to DG then back to the
SLAVED position.

B737-200/300
Picture Schematic Limitation
Flight Control Switches (200/300)
• The flight control switch is normally placed in the guarded ON position.

This allows the respective hydraulic system pressure to pressurize the
primary flight control system.
• (Oral Topic) Selecting the flight control switch to the STBY RUD posi-
tion, initiates the following actions:
1. Activates the standby pump.
2. Arms the Standby Rudder Hydraulic Low Pressure light.
3. Opens the standby rudder shutoff valve, thus pressurizing the
standby rudder power control unit. Corresponding hydraulic system
pressure is isolated from the ailerons, elevators and rudder.

B737-200/300
Schematic
Limitations
• Selecting the respective flight control switch to the OFF position, isolates
the corresponding hydraulic pressure from ailerons, elevators, rudder, and
the elevator feel computer.
• (Simulator Training Hint) A common aircraft system failure that many

instructors and examiners give during simulator training is the failure of
the standby hydraulic pump. During your preflight, check the operation of
the standby hydraulic pump by placing the flight control switch to the
STBY RUD position. Observe the extinguishing of the Low Pressure light
and a momentary illumination (flicker) of the Standby Low Pressure light.
Another operational check of the standby system is the application of
foot pressure on the rudder pedals. Without hydraulic pressure available,
the pedals are very hard to move. Picture

B737-200/300
Standby Hydraulic System (200/300) Picture Schematic
• (Oral Topic) The standby hydraulic system can be manually activated by

two means:
1. Flight control switch.
2. Alternate flaps switch.
• Selecting the flight control switch to the STBY RUD position, extin-
guishes the Standby Hydraulic Low Pressure light. This indicates hy-
draulic pressure is now available to the standby rudder actuator. Standby
hydraulic power will now be available to the standby rudder, thrust revers-
ers and the L.E. devices. The equipment necessary to store, pressurize,
deliver and filter standby hydraulic fluid is located in the main gear wheel
well, on the keel beam and the aft wall.
Standby Hydraulic System (300) Picture Schematic
• The standby reservoir maintains 2.8 U.S. gallons of hydraulic fluid to

supply the standby system. Pump pressure is regulated at a nominal
3000 psi at a flow rate of approximately 3 gallons per minute.
• (Oral Topic) In the event of a loss of hydraulic System A or B during

takeoff or landing, the standby hydraulic pump will activate automatically
to provide hydraulic power to the standby rudder actuator. This automatic
function is deactivated when the flaps are moved to up.
Standby Hydraulic Low Quantity Amber Light (200/300)
• The illumination of the Standby Hydraulic Low Quantity light indicates low
quantity condition within the standby hydraulic reservoir. The low quan-
tity light is always armed. The light will illuminate when the fluid level in
the standby reservoir decreases below 50% full. The Master Caution and
the Flight Control annunciator will illuminate in conjunction with the Low
Quantity light.
• The Standby Hydraulic Low Quantity light may be inoperative prior to

departure providing the hydraulic quantity is checked prior to each flight
segment. Refer to your MEL.

B737-200/300
Flight Control Low Pressure Light (200/300)
• (Oral Topic) The illumination of the Flight Control Low Pressure light
indicates a low hydraulic pressure condition. This condition is sensed by
one of the three low pressure sensors located within the corresponding
aileron, elevator and rudder system. This low pressure warning function
is deactivated whenever the corresponding flight control switch is se-
lected to the STDBY RUD position and when the standby rudder shutoff
valve actually opens. Upon the activation of any of the low pressure
flight control sensors, the FEEL DIFF light may also illuminate. The
elevator feel computer and the elevator feel centering unit will sense a
differential pressure exceeding 25%, thus illuminating the FEEL DIFF
light.
• (200 only) The Flight Control Low Pressure lights may be inoperative for
departure provided other warning lights, hydraulic quantity and pressure
indicators are operating normally. Refer to your MEL.
Alternate Flap Master Switch (200/300) Limitation Schematic
• The alternate flap master switch is normally positioned in the guarded

OFF position during flight operations. When selected to the ARM posi-
tion, the following will occur:
1. The trailing edge flap bypass valve will close.
2. The standby pump will be activated.
3. The Standby Hydraulic Low Pressure light will be armed.
4. The alternate flaps position switch will be armed.
• (Oral Topic) The following conditions may require the use of the alternate
flap master switch:
1. Flaps fail to extend or retract in response to the movement of the flap
handle (no existing asymmetrical flap condition).
2. (200) Hydraulic system A failure has occurred. It provides the

means to actuate the flap bypass valve which prevents the possibility
of a hydraulic lock of the flap drive unit. The electric motor operates
the unit and will extend or retract the trailing edge flaps. The electric
motor can be described as a “high speed motor with low torque
capabilities”. The power source for this action is from the AC transfer
bus. Caution must be exercise, since no asymmetric protection is
provided when operating the alternate flap system.

B737-200/300
3. (300) Hydraulic System B failure has occurred. It provides the
means for alternate flap extension. The standby hydraulic pump will
power the rudder power control unit.
4. The alternate master flap switch may also be used during a trailing
edge flaps up landing operation. Example: a malfunction has oc-
curred to the trailing edge flaps requiring a flaps up landing. The
leading edge devices may still operate normally when using the alter-
nate flaps master switch. Follow the appropriate checklist proce-
dures as published for your aircraft.
• (Oral Topic) The alternate master flap switch should not be used during
asymmetrical trailing edge malfunctions. Do not attempt to move the
trailing edge flaps with this switch, as there is no asymmetric protection.
Alternate Flaps Position Switch (200/300)
• The alternate flaps position switch when momentarily selected to the

DOWN position, will cause the leading edge devices and trailing edge
flaps to extend. When selected to the UP position, the trailing edge flaps
retract. The leading edge devices will remain extended and cannot be
retracted by the alternate flaps system.
• The alternate flap position switch may be used whenever the flaps fail to
extend or retract in response to flap lever selection, and if no asymmetry
condition exists. During alternate flap operations, plan a flaps 15 landing.
Approach planning is important, since flap extension and retraction re-
quires a considerable amount of time (approximately 2 minutes) when
using the alternate flap system. Observe the appropriate speed limitation
as listed in the checklist.
(200) Flight Limitation:

one cycle then 25 minutes OFF.
(300) Flight Limitation:

Flap selections 0-15, then 5 minutes off.
Flap selections 15 or greater, then 25 minutes off.

B737-200/300
Asymmetrical Flap Protection System Review (200/300)
• Asymmetrical flap protection has been provided for the wing trailing edge
flaps. Anytime a difference is detected during the operation of the wing
trailing edge flaps (left and right flaps), hydraulic power will automatically
be removed from the flaps drive unit. This system uses the flap indicator
associated with flaps asymmetry control circuit to provide the detection
and protection capabilities. (DETECTION) When the flap indicator point-
ers are separated by a predetermined amount, the comparator switch
closes and applies power to the asymmetry shutoff relay. (PROTEC-
TION) The energized relay drives the trailing edge flap bypass valve to
bypass and stops the hydraulic motor.
• Procedures call for the flaps to be moved to the detent nearest the
smallest actual flap position. Do not attempt to move the trailing edge
flaps using the alternate flap position switch, as there is no asymmetric
protection.
Flight Spoiler Switch (200/300)
• Selecting the flight spoiler switch to the OFF position, closes the respec-
tive flight spoilers shutoff valve. For all practical purposes, this switch is
used for maintenance purposes only. These switches control the flight
spoilers only, and has no effect on the operation of the ground spoilers.
• The flight spoilers are hydraulically actuated in reference to movement of

the ailerons. The spoiler mixer receives input from the aileron system
and speed brake lever position. This allows the flight spoilers to augment
lateral control when simultaneously being used as speedbrakes. The
flight spoiler system has a blow-down check valve in the pressure line
that allows the spoilers to retract at high speeds.
• (200) Two flight spoilers are located on the upper surface of each wing.
Hydraulic System A provides power to the inboard spoilers, and System
B provides power to the outboard spoilers. There is no backup hydraulic
power source for the outboard or inboard flight spoilers.
• (300) There are two flight spoilers located on the upper surface of each
wing. Hydraulic system A provides power to the inboard spoilers (panels

B737-200/300
3 & 6), and System B provides power to the outboard spoilers (panels 2 &
7). There are no backup hydraulic power sources for the outboard or
inboard flight spoilers. Same applies to the ground spoilers (0,1,4,5,8,9).
In case of a hydraulic failure to the respective system, there are no
backup hydraulic power sources. The flight spoilers are hydraulically
actuated in response to aileron movement. When the switches are acti-
vated, the flight spoilers will be hydraulically secured downward. This will
help to prevent any unwanted spoiler movement.
Yaw Damper Warning Light and Switch (200/300)
• The illumination of the Yaw Damper Warning light indicates that the yaw
damper has been disengaged and/or the yaw damper is inoperative.
Should the light remain illuminated after the yaw damper switch has been
selected OFF then ON, positioned the switch to OFF.
• The yaw damper system consists of a yaw damper coupler, rate gyro,
and a yaw damper actuator in the rudder power control unit. The yaw
damper has no turn coordination function. No rudder pedal movement is
felt from yaw damper system operation. Total amount of rudder move-
ment is 30. Airspeed signals from the air data computer decreases the
amount of yaw damper rudder deflection at higher airspeeds.
• The yaw damper uses System B hydraulic pressure, loss of hydraulic

pressure does not cause yaw damper disengagement or the illumination
of the amber Yaw Damper Warning light. The yaw damper will disengage
should flight control switch B be selected.
• (SP77) With the yaw damper inoperative, the AFM restricts the use of
the autopilot roll channel above 30,000’.
• (SP177/SP-300) Aircraft equipped with SP177 or SP300 autopilots, the

30,000’ limitation will not apply. Yaw damper circuit breakers are located
on the P6-2 panels.
Feel Differential Pressure Light (200/300) Picture
• The illumination of the Feel Differential Pressure light indicates excessive

differential pressure in the elevator feel computer. This differential occurs
when a 25% or more difference has been computed between the System

B737-200/300
A and System B hydraulic pressures. This warning indication will be
armed only when the trailing edge flaps are up. No crew action is
required during flight operations.
• The elevator feel and centering unit provides artificial feel to the pilot and
for centering of the elevator control system. The mach trim actuator is
mounted on top of the feel and centering unit. Inputs to the feel computer
are:
1. Hydraulic A and B system pressures.
2. Static pressure.
3. Pitot pressure.
4. Stabilizer position.
Speed Trim Fail Light (300)
• (Oral Topic) The speed trim system has been designed to provide trim
inputs to the stabilizer which improves flight characteristics during low
speed flight operations at low gross weights, aft center of gravity, high
thrust and flaps extended configurations. The autopilot commands the
autopilot servo motor to trim the stabilizer, when required, to compensate
for the above mentioned flight conditions. This condition may be seen
during takeoffs and missed approaches.
• The illumination of the Speed Trim Fail Light indicates a dual channel
failure within the speed trim system. A single channel failure causes the
Speed Trim Fail Light to illuminate only when the master caution annun-
ciator recall function is activated. No crew actions are required during
flight operations.
• One channel may be inoperative for departure provided the remaining

speed trim system is operating normally and the Speed Trim Fail Light is
operating normally also. Refer to your MEL for flight crew verification
procedures.
Mach Trim Fail Light (200/300)
• The illumination of the Mach Trim Fail Light indicates mach trim dual
channel failure. Limit airspeed to .74 MACH. A single channel failure
causes the Mach Trim Fail Light to illuminate only when the master
caution annunciator recall function is activated. Light will extinguish
when master caution system has been selected to reset.

B737-200/300
• (200) Both mach trim channels may be inoperative for departure provid-
ing the AFM .74 MACH limitation is not exceeded. Refer to your MEL.
• (300) One channel of the mach trim system may be inoperative for
departure providing the remaining system is operating normally and the
Mach Trim Fail Light is operational. With both channels inoperative,
observe AFM .74 MACH limitations. Refer to your MEL.
Mach Trim Test Button (200)
• Selecting the mach trim test button, activates the mach trim actuator and
moves the elevator up approximately 3o. The Mach Trim Light will illumi-
nate during the test. This test is normally performed by maintenance
personnel.
Mach Trim System Review (200/300)
• The mach trim system provides stability at mach speeds above .615 to
.84 Mach. The functions of the system are automatic and has a direct
relation to airspeed. The elevator is “programmed” to move with respect
to the stabilizer. As speed increases, the center of lift moves rearward,
thus balancing the nose downward. This is known as mach tuck. The
mach trim system prevents the downward trend by adjusting the "pro-
grammed movement" upward with the elevator. With the selection of
flaps at a position other than zero, the Mach Trim Light will be deacti-
vated.
Auto Slat Fail Light (300)
• The illumination of the Auto Slat Fail Light indicates a dual channel failure
within the speed trim system. A single channel failure causes the Auto
Slat Fail Light to illuminate only when the master caution annunciator
recall function is activated. No crew actions are required during flight
operations.
• The autoslat system provides the means of extending the slats from the
intermediate position to the full extend position. This provides additional
lift when high angle of attack is experienced. The autoslat control valve
is normally closed and has no effect on normal operation of the leading
edge slats. When the airplane is in the air, the autoslat computers will
actuate the solenoid valves if the airplane approaches a stall. The open

B737-200/300
solenoid valves direct pressure to fully extend the slats. If the slats are
in the intermediate position, they will also move to the full extend posi-
tion.
• The either channel of the autoslat system may be inoperative for depar-
ture providing the remaining autoslat channel is operating normally and
the Auto Slat Fail Light operates. Refer to your MEL for flight crew
verifications procedures.
Vertical Gyro Transfer Switch (200) Schematic
• (As installed) The vertical gyro switch enables the selection of the
opposite vertical gyro in the event of a malfunction and/or attitude failure.
The switch should be selected to the side of the instrument failure (gyro
flag indication).
• (As installed) There are three vertical gyros installed to produce attitude
reference information. They are labeled Vertical Gyro No.1, No. 2, and
Auxiliary Vertical Gyro. Whenever vertical gyro No.1 or No.2 is unable to
provide proper attitude reference, the vertical gyro switch may be used to
select the auxiliary vertical gyro to provide information. The red INOP
FLAG may be installed which indicates AUX VG failure. With the INOP
flag displayed, do not select the switch. Caution should be used when
selecting the different modes with the autopilot connected, selection will
disengage the autopilot. Vertical Gyro No.1 or No.2 may be inoperative
for departure providing the auxiliary vertical gyro operates normally and
the vertical gyro switch has been selected to the AUX position on the
control panel. Refer to your MEL.

B737-200/300
Attitude Transfer Switch (300 Non-EFIS) Schematic Limitation
• The B737-300 non-EFIS aircraft has two attitude systems that provide
attitude reference information. The inertial reference systems are labeled
IRS No.1 and IRS No.2. For attitude information to be provided for the
respective side, the IRS Mode selectors must be in NAV or ATT posi-
tions. If either side is unable to provide proper attitude information, the
attitude transfer switch may be used to transfer “good” information to the
inoperative side.
Compass Transfer Switch (300 not shown)
• The B737-300 non-EFIS aircraft has two compass systems that provide
compass references and heading information. Magnetic variation infor-
mation is stored within the system computer for any position reference
between Latitude 730 North and 600 South (thus the reason for the AFM
limitation). The internal computer compares aircraft position, true north
reference and local position variations to provide magnetic information to
the HSI. During ATT mode of operation, the respective compass card
will display heading flags. Actual wet compass headings may be entered
into the IRS via the IRS display keyboard. This will cause the red

B737-200/300
heading flags to retract and provide DG type heading information. Re-
member, this type of heading information drifts, therefore, new compass
heading inputs are required at regular intervals.
Align Lights (300)
• The align lights have two modes of illumination, steady and flashing.
Steady illumination of the align light indicates the respective IRS is
operating normally in one of three modes: in ALIGN mode, initial ATT
mode, or during the shutdown down mode. Flashing illumination indicates
alignment cannot be completed due to IRS detection of an error such as:
aircraft movement, difference between entered positions and previous
positions, unreasonable present position entry, and no present position
entry. Procedures call for the reentering of the present position (PPOS),
via the FMC-CDU. If the light continues to flash, reenter the PPOS
(latitude and longitude) using the IRS-MSU. If the light still continues to
flash, power down the system and remove all power from the aircraft for
30 seconds. Now, reapply power to the system and accomplish the full
alignment procedure again. Notify maintenance if the problem continues.
• With the align light extinguished, the IRS is not in the align mode. The
mode selector should be in the NAV position providing proper IRS data
information. This also indicates the alignment process has been com-
pleted. Attitude and heading information is also available when the mode
selector in the ATT position.
ON DC Light (300)
• The illumination of the ON DC light indicates the respective IRS is operat-

ing only on DC power from the battery bus. During ground operations, a
ground-call horn has been provided to alert the crew and ramp personnel
that the IRS is operating only on battery power. During preflight, the ON
DC light will briefly illuminate during the self-test alignment process.
DC FAIL Light (300)
• The illumination of the DC FAIL light indicates the respective IRS DC

power is not normal. If no other lights are illuminated, then the IRS can
still be operated normally on AC power.

B737-200/300
Engine Fuel Valve Closed Light (200/300)
• The blue Engine Fuel Valve Closed Light has two modes of illumination.
When the engine fuel shutoff valve is in the transit mode, the light will be
illuminated a bright blue. A dim illumination of the Engine Fuel Valve
Light indicates the valve is in the closed position. With the light extin-
guished, the valve is in the open position. The engine fuel shutoff valves
requires 28V DC power from the hot battery bus operate the light and
valve. On basic aircraft, the engine fuel valve light works in conjunction
with the fire switch handle. When selected, the light illuminates. On
advanced aircraft, the light operates in a similar manner, but with the fuel
cutoff lever. The two fuel shutoff valves are located on the front spars
outboard of the engines.

B737-200/300
Limitations
Schematic
Fuel Temperature Indicator (200/300)
• The fuel indicator is a resistance ratiometer type unit. The dial is cali-
brated from -560C to 560C and requires 28V AC power to operate. The
fuel temperature bulb (probe) is located in the No.1 tank, near the aft spar
section of the fuel tank. The bulb itself is an armored, resistance-type
probe which projects into the tank through the rear spar.
• (Oral Topic) The No.1 wing fuel tank has been selected as the site of the
temperature probe because it contains the coldest fuel. This is because
the hydraulic system A heat exchanger is located in that tank. System A
heat exchanger is smaller than system B heat exchanger (located in the
right wing tank). Therefore, less heat is absorbed into the fuel tank, thus
producing the coldest fuel.

B737-200/300
Fuel System Limitations (200)
• The maximum limitation for fuel temperature is 490C. The minimum fuel
temperature limitation is the freezing point plus 30.
• The maximum fuel quantity is 10,120 lbs. per each main wing tank and
16,351 lbs. for the center tank. Total fuel is 36,591 lbs.
• The maximum fuel lateral imbalance between main tank No.1 and No.2 is
1,500 lbs. for taxi, takeoff, and flight. With a maximum of 1,300 lbs.
imbalance for landing.
• Fuel loading for the main tanks must be full if center tank contains more
than 1000 lbs. With less than 1000 lbs. in the center tank, partial main
tank fuel may be loaded, provided the effects of balance have been
considered.
• Fuel usage must be planned to use center tank to depletion, followed by

main tank fuel. It is advised that maintenance must be contacted prior to
adding any type of fuel other than Jet-A.
Fuel System Limitations (300)
• The maximum limitation for fuel temperature is 490C. The minimum fuel
temperature limitation is the freezing point plus 30 (or minus -450C) which-
ever is higher.
• The maximum fuel quantity is 10,643 lbs. per each main wing tank and
16, 422 lbs. for the center tank. Total fuel is 37,708 lbs.
• The maximum fuel lateral imbalance between main tank No.1 and No.2
must be scheduled to be zero. Random fuel imbalance must not exceed
1000 lbs. for taxi, takeoff, flight, or landing.
• Fuel loading for the main tanks must be full if center tank contains more
than 1000 lbs. With less than 1000 lbs. in the center tank, partial main
considered.
• Fuel usage must be planned to use center tank to depletion, followed by

main tank fuel. It is advised that maintenance must be contacted prior to
adding any type of fuel other than Jet-A.

B737-200/300
Fuel Filter Icing Light (Amber) (200)
• The illumination of the Fuel Filter Icing Light indicates an iced or contami-
nated fuel filter. Procedures call for the selection of the start switches to
the ON position, the fuel pump switches selected ON, and both fuel heat
switches be activated for a one-minute. The caution light should extin-
guish prior to the end of the one-minute cycle. One full cycle is recom-
mended to restore the filter to its maximum filtration capacity. Should the
light remain illuminated, and with fuel temperatures at or below 00 C,
position both fuel heat switches to ON for one minute every 30 minutes of
flight.
Fuel Filter Differences (200/300)
• Observe the above fuel filter schematics for the 200 and the 300, you will
note various differences with respect to the fuel heater location, heating
source, and various bypass lines. In both aircraft, provisions have been
provided to bypass the first stage pump, heat exchanger or heater, and/or
the filter in the event of blockage or mechanical failure.

B737-200/300
• The 200 uses 13th stage, pneumatic fuel heater to increase the fuel
temperature. This helps to prevent the blocking of the fuel filter due to
icing. The illumination of the Filter Icing Light indicates the filter is
blocked with possible ice.
• The 300 uses a fuel/oil heat exchanger to increase the fuel temperature.
This helps to prevent the blocking of the fuel filter due to icing. The
illumination of the Filter Bypass Light indicates an impending bypass of
the fuel filter due to contamination.
Filter Bypass Light (300)
• The Filter Bypass Light has been provided to warn of a pending fuel
bypass situation. In case of a clogged filter, a bypass valve relieves
fuel to the HP stage. The fuel filter is located between the main oil/fuel
heat exchanger and the HP (second stage) fuel pump. It has been
designed to protect the HP pump and the MEC from particles within the
fuel.
Automatic Fuel Heater (300)
• The automatic fuel heater uses scavenge engine oil as its heat source.
The hot scavenged oil goes first through the servo fuel heater and then to
the main oil/fuel heater exchanger. Within the servo fuel heater, fuel from
the fuel filter is heated by the scavenge oil and then goes to the MEC
servos. Inside the main oil/fuel heat exchanger, fuel from the fuel pump
LP stage cools the scavenge oil. The fuel then goes to the inlet of the
fuel filter and the cooled oil returns to the tank.
Fuel Heat Valve Open Light (200)
• The blue Fuel Heat Valve Open Light has three modes of operation
(illumination). A bright illumination indicates the fuel heat valve is in a
transit mode or in disagreement with fuel heat switch position. A dim
illumination of the Fuel Heat Valve light indicates the valve is in the
opened position. And, with the valve open light extinguished, the fuel
heat valve is in the closed position.
• (Oral Topic) To confirm the fuel heating process, observe the illumination
of the Fuel Heat Valve Open Light and the increase of oil temperature
(approx. 5-100 increase), as displayed on the oil temp. indicator.

B737-200/300
Fuel Heat Switch (200)
• The fuel heat solenoid switch controls the respective engine fuel heat
valve by allowing 13th stage bleed air to heat. By increasing the fuel
temperature, it helps to prevent the blocking of the fuel filter due to icing.
When outside air temperatures are 00C or colder, normal procedures calls
for fuel heat applications of one minute after engine starting. The switch
automatically moves to OFF after one minute.
• A fuel heat valve failure is recognized by the Valve Open Light remaining
illuminated bright blue. This indicates that the fuel heat valve is in
disagreement with the fuel heat switch. Observe the following oil tem-
perature limitations: maximum temperature of 1570C, maximum continu-
ous temperatures between 1200C to 1570C is limited for 15 minutes of
operations, and maximum continuous temperatures of 1200C with no time
limit. Engine operation may be continued provided that the engine oil
limits are maintained within the required limits. Should the fuel heat valve
fail to open when selected (Fuel Filter Icing Light illuminated), monitor the
engine fuel flow and use caution due to the possibility of engine power
loss due to fuel icing.
• Dispatch with an inoperative fuel heat timer (auto cycle function) is al-
lowed providing the associated fuel heater valve light operates normally.
During flight operations that require fuel heat, manually operate the fuel
heat switch for one minute cycles. Remember, oil cooling will be de-
graded by lengthy fuel heat operations since the engine oil is fuel cooled.
Refer to your MEL for details.
• Dispatch with an inoperative fuel heat valve is allowed providing various

MEL procedures are followed. Considerations for departure fuel tank
temperatures, enroute ambient temperatures, and recommended altitude/
speed schedules are followed per MEL charts. Refer to your MEL for
details.
Crossfeed Valve Open Light (200/300)
• The blue Crossfeed Valve Open light has two modes of illumination.
When the crossfeed valve is in the transit mode, the light will be illumi-
nated a bright blue. A dim illumination of the Crossfed Valve Open light
indicates the valve is in the opened position. With the light extinguished,
the valve is in the closed position.

B737-200/300
• With an inoperative crossfeed valve light, the aircraft may be dispatched
providing the fuel quantity indicator for the main tanks are operating
normally. Refer to your MEL.
Crossfeed Selector (200/300)
• The purpose of the crossfeed valve selector is to provide the means of

directing fuel to both engines from a single tank. When selected open,
engine No.1 and No.2 fuel feed lines are connected. Power for the valve
and light operation is from 28V battery bus, with the circuit breaker
location on the P6 panel.
• Crossfeed valve failure is indicated by the bright illumination of the

Crossfeed Valve Open light. Procedures for a failed valve in the CLOSED
position require fuel balance to be maintained by varying the thrust. A
failed valve in the OPEN position, fuel balance may be maintained by
selective use of the fuel pumps.
• (200) The crossfeed system is located on the forward leading edge spar.
• (300) The crossfeed system is located on the rear spar of tank No.2.
Fuel Transfer (200/300)
• Fuel transfer can be accomplished by using the fuel boost pumps, right
wing fueling station, and the manual defueling valve. The six fuel boost
pumps, two per tank, deliver fuel under pressure from the No.1 wing tank,
No.2 wing tank and the center tank.
• The manual defueling valve is located outboard of the No.2 engine and
joins the engine feed system with the fueling station. A red handle valve
selector is used to open the valve manually. With the handle in the
OPEN position, the access panel can not be closed. AC power is
required to operate the boost pumps and valves.
Fuel Tank Transfer (200)
1. Sender tank boost pumps on.

2. Crossfeed selector valve open.
3. No. 2 start lever idle.
4. Defueling valve open.

B737-200/300
5. Receiver tank fueling valve open.
6. Fuel transfer monitor.
7. Transfer complete, reverse the procedures.
Fuel Tank Transfer (300)

2. Crossfeed selector valve open.
4. Receiving tank fueling valve open.
5. Fuel transfer monitor.
7. Transfer complete, reverse the procedures.
Aircraft Defueling (200) Picture Schematic Limitations
• (Oral Topic) Defueling can be accomplished by using the fuel boost

pumps and the single point fueling station during ground operations only.
Suction defueling method may also be used as an alternate method of
defueling the aircraft. The manual defueling valve must be open in all
cases of defueling.
• Procedures require the fueling hose to be attached to the fueling recep-

tacle. The fuel flows from the operating boost pumps, through the No.2
engine fuel shutoff valve, through the manual defueling valve, then to the
fueling manifold station. A fueling hose connected to the fueling station
directs the fuel to an external storage tank or truck. AC electrical power
is required to operate the boost pumps and valves. Minimum No.2 tank
fuel for hydraulic B pump operation is 1676 lbs. Flaps do not have to be
extended during this operation. Refer to your AFM for further details.
Defueling (200)

2. Crossfeed valve open (required for tank No.1 defueling).
3. No.2 start lever open.
5. Defueling levels monitor.

B737-200/300
Aircraft Defueling (300)
• (Oral Topic) Defueling can be accomplished by using the fuel boost

pumps and the single point fueling station during ground operations only.
Suction defueling method may also be used as an alternate method of
defueling the aircraft. The manual defueling valve must be open in all
cases of defueling.
• Procedures require the fueling hose to be attached to the fueling recep-

tacle. The fuel flows from the operating boost pumps, through the manual
defueling valve, and then to the fueling manifold station. A fueling hose
connected to the fueling station directs the fuel to an external storage
tank or truck. AC power is required to operate the boost pumps and
valves. Minimum fuel for ground operations of the electric hydraulic
pumps is 1676 lbs in the respective wing tank. Flaps do not have to be
extended during this operation. Refer to your AFM for further details.
Defueling (300)

2. Crossfeed valve open (required for tank No.1 defueling).
4. Defueling levels monitor.
Aircraft Refueling (200/300) Picture Schematic Limitations
• Normal refueling requires 115V AC and 28V DC from the ground power
cart, APU, or from the battery. This is required for the operation of the
fuel quantity indicators and the refueling valve circuits. Fueling proce-
dures require filling the wing tanks full first with equal amounts. When
additional fuel is required, load center tank next. Maximum nozzle pres-
sure is 50 psi, this will be approximately 300 US gallons (2010 lbs) per
minute. The main tanks may also be filled through overwing ports. The
center tanks can then be filled using the transfer procedure. The fuel
tanks can be filled to any desired amount by using the fueling control
station located on the right wing. Float switches located in the respective
fuel tank sense tank quantities and can automatically stop the fueling
process as selected on the fuel control station. When the fueling station
access door is opened, the fueling power switch is actuated and the
panel is illuminated by white lights.

B737-200/300
• A auxiliary fueling power control switch has been provided as an alternate
method of powering the system. By selecting this switch, 28 VDC power
is provided to illuminate the fueling bay, valve position switches, and the
press-to-test function of the position lights.
Schematic
Fuel Boost Pump Power Source (200/300)
• (Oral Topic) The above schematic displays the power source for each
fuel boost pump. Please note that the respective aft boost pump is
powered by the associated transfer bus. The left forward and right center
tank boost pump is powered by the No.1 main bus. The right forward and
left center tank boost pump is powered by the No.2 main bus. The boost
pump power sources are arranged to ensure that in the event of a
single generator failure, at least one pump in each tank will remain
powered.
Center Tank Fuel Pump Low Pressure Light (200/300) Picture
• Illumination of the Center Tank Fuel Pump Low Pressure light is a func-
tion of low pressure and pump switch position. The fuel pump switch
must be in the ON position to arm the low pressure light. The illumination
of both fuel low pressure lights will cause the illumination of both the
Master Caution light and the Fuel Annunciator light.

B737-200/300
• With only one low pressure light illuminated, the Fuel Annunciator light
will illuminate only on RECALL selection.
• Crew action for one center tank fuel pump low pressure light illuminated,
calls for the crossfeed selector to be selected to the OPEN position.
This will prevent a fuel imbalance. For both center tank low pressure
lights illuminated, center tank fuel will be unusable. During takeoff, with
center tank quantity less than 2000 lbs, the low pressure lights may
illuminate due to high deck angles. Center tank pump lights may be
inoperative for dispatch providing the center fuel quantity gauge is operat-
ing normally. Refer to your MEL.
Center Wing Fuel Boost Pumps (200/300)
• The center fuel tanks have two AC powered centrifugal impeller type
pumps used to deliver fuel under pressure to the engines. The pumps
may also be used for fuel transfer and fuel tank defueling (ground options
only). The center wing fuel boost pumps are located in the wing (not in
the center wing tank), one on either side of the fuselage. The power
source for the right CWBP is the generator bus No.1 and the left CWBP is
the generator bus No.2. Therefore, if engine No.1 is lost, you will lose
power to both the forward No.1 WTBP (wing tank boost pump) and the
right CWBP. Refer to the boost pump power source section for additional
information.
• The left center wing boost pump is considered the “AFT” pump, since the
fuel pickup point is in the aft section of the center tank. The actual
physical location of the pump is in the left wing, next to the main tank aft
boost pump. The right center wing boost pump is considered the “FWD”
since the fuel pickup point is the forward section of the center tank.
• The CWTB pumps are not “override” type boost pumps. They are de-
signed with a spring-loaded-closed flapper valve that is less restrictive
than those in the main fuel tanks. These check valves open at a lower
differential pressure (1.5 psi) than the check valves in the No.1 and No.2
tanks (12.5 psi). This ensures that center tank fuel is used before main
tank fuel, thus preventing reverse fuel flow to the respective boost pump.
Continual dry running of the CWBP's has been demonstrated to be detri-
mental and has been a major cause of premature pump removals and/or
pump failures.

B737-200/300
• The one center wing boost pump may be inoperative for dispatch provid-
ing the center tank fuel is not required. The tank remains empty, and all
zero fuel weight factors must be reviewed. During flight operations, with
one CWBP inoperative, open the crossfeed valve to prevent fuel imbal-
ance. If both CWBPs are inoperative, close the crossfeed valve and plan
your flight with the center tank fuel as unusable. Refer to your MEL.
Main Tank Fuel Pump Low Pressure Light (200/300)
• Illumination of the main tank fuel pump low pressure light is a function of
low pressure only. The illumination of both fuel low pressure lights will
cause the illumination of both the Master Caution light and the Fuel
Annunciator light. With only one low pressure light illuminated, the Fuel
Annunciator light will illuminate only on recall selection. The power sup-
ply for the pressure indication circuit is 28V DC power from the P6 circuit
breaker panel.
• The illumination of only one main tank fuel pump low pressure light
requires no immediate crew action. Sufficient fuel pressure is available
for normal operations. If both main tank low pressure lights are illumi-
nated, caution should be taken at altitudes above 30,000 feet. Thrust
and engine conditions may deteriorate.
Fuel Pump Switch (200/300)
• Selecting the fuel pump switch to the ON position, causes the activation
of the respective fuel pump. Fuel pumps are capable of suction feeding
in the event that normal electrical fuel pump action is not available. The
engine pumps draw fuel through a bypass valve located in either the No.1
or No.2 tank. These bypass valves may also be used for suction
defueling. The bypass valve capabilities are not available for the center
tank.
• The boost pump power sources are arranged to ensure that in the event
of a single generator failure, at least one pump in each tank will remain
powered. The main tank aft pumps are powered from the transfer busses
so that at low fuel level, if a generator is lost, both aft pumps remain
powered. The remaining pumps are powered from the main busses. The
main tank forward pumps are installed on the front spars. The main tank
aft and center tank pumps are located in bays in the main tanks.

B737-200/300
• One fuel boost pump may be inoperative in each tank for dispatch
providing a minimum of 4800 lbs of fuel is carried in the respective
tank. The reason for this extra 4800 lbs is that in the event of a
second boost pump failure, the engine suction feed bypass valve will
remain covered with high deck angles during takeoffs and go-arounds.
Review to your MEL for reference to procedures requiring the selec-
tion of the crossfeed valve to the OPEN position when the respective
tank reaches the 5800 lbs level point. Another consideration with
respect to an inoperative boost pump and fuel loading are AFM sym-
metry limitations.
• (200) Extra considerations include proper fuel heat application proce-

dures with both boost pumps inoperative.
Note: Contact your maintenance representative as to the type of pumps

installed in your aircraft. Inoperative procedures will differ for type of
fuel boost pump installed.
Fuel Tanks (200) Limitation
• The fuel tanks consists of three tanks for fuel storage and two vent
surge tanks for temporary fuel storage. The fuel tanks are larger than
the noted fuel capacity to allow for expansion and vent space. The
surge tanks are normally empty.
• The fuel main tanks are designed as part of the primary wing structure,
located between the front and rear wing spars and between the upper and
lower wing skin. The center tank is contained within the fuselage and is
divided into three cavities by spanwise beams.
• The fuel vent system is designed to prevent damage to the fuel tank by
providing positive venting (regardless of the attitude of the aircraft). The
fuel vent system helps in decreasing fuel evaporation and provides a
positive head pressure on the fuel.
• (Oral Topic) The purpose of the surge tank is to collect fuel overflow
passing through the vent channels. This fuel overflow is then returned
through a surge tank drain into the center tank. The surge tank is located
at the end of each wing tank.

B737-200/300
Fuel Tank Capacities (200)
Tank No.1 1499 (10,120 lbs)

Tank No.2 1499 (10.120 lbs)
Center Tank 2313 (16,351 lbs)
Total 5311 (36,591 lbs)

B737-200/300
Fuel Tanks (300) Limitation
• The fuel tanks consist of three tanks for fuel storage and two vent surge
tanks for temporary fuel storage. The fuel tanks are larger than the noted
fuel capacity to allow for expansion and vent space.
• The main tanks are designed as part of the primary wing structure,
located between the front and rear wing spars and between the upper and
lower wing skin. The center tank is contained within the fuselage and is
divided into three cavities by spanwise beams.
• The fuel vent system has been designed to prevent damage to the fuel
tank by providing positive venting (regardless of the attitude of the air-
craft), it helps to decrease fuel evaporation and provides a positive head
pressure on the fuel.
• The surge tank located at the end of each wing tank, collects any over-
flow fuel passing through the vent channels and then returns the overflow
fuel through a surge tank drain into the center tank. The surge tanks are
normally empty and have a capacity of 30 US gallons each.
• The (300) has an additional 500 pounds capacity per wing. This has been
accomplished by the removal of the dry bays over the engine areas.
Fuel Tank Capacities (300) Limitation
Tank No.1 1577 (10,643 lbs)

Tank No.2 1577 (10,643 lbs)
Center Tank 2433 (16,422 lbs)
Total 5587 (37,708 lbs)
Fuel Scavenge System (300)
• The fuel scavenge system is designed to transfer residual fuel from the
center tank to the No.1 fuel tank. When the center tank boost pump
switches are selected OFF, the solenoid operated shutoff valve is ener-
gized. Motive flow from the boost pump flows through the valve to the jet
pump, allowing fuel from the center tank to flow to the No.1 fuel tank.
The shutoff valve closes automatically after 20 minutes of operation.

B737-200/300

B737-200/300
Electrical System Description (200/300) Limitation Schematic
• AC power (alternating current) is normally supplied by two engine driven

generators for ground and flight requirements. The generator’s rotors are
rotated at constant speeds. The CSD’s (constant speed drive) provide a
constant frequency. A third generator, driven by the APU, can also
provide power for ground and flight requirements. The constant frequency
produced by the APU generator is controlled by a speed reduction control
system and by various gearboxes. AC power can also be supplied by a
fourth source, through the AC external power receptacle.
• AC power is connected to the main buses through the use of generator

breakers and external power contactors. AC power can also be supplied
to the transfer buses through the use of transfer relays. External power
can also power the external AC bus and the ground service bus. Control
and indication of the AC electrical system is from the P5 overhead panel
in the flight deck.

B737-200/300
Schematic
B737-300 Electrical Control Panel

• DC power (direct current) is supplied from three different sources. Those
sources are the battery, three transformer rectifiers, and from the external
power system. This power is connected to the two DC buses and the
battery bus by relays. The battery charger is supplied with power from
the 115VAC system. Control and indication of the DC electrical system
is from the P5 overhead panel in the flight deck.
• Standby AC and DC buses are normally powered from the respective AC

and DC system. As an alternate power source, the battery can provide
power to the standby system.
DC Ammeter (200/300)
• The DC ammeter displays amperage indications of the selected source

by the DC Selector. The ammeter will display indications from TR No.1,
TR No.2, TR No.3, and/or the battery. The STBY PWR position and the
BAT BUS position (as indicated on the panel), will not show amperage
indications. During preflight, the TRs (transformer rectifiers) may be
checked by observing a positive amperage indication on the DC ammeter.

B737-200/300
DC Voltmeter (200/300)
• The DC voltmeter displays voltage indications of the selected source by

the DC selector. The voltmeter will display indications from TR No.1, TR
No.2, TR No.3, battery, standby power bus, and the battery bus.
Frequency Meter (200/300)
• The AC frequency meter displays frequency of the power source selected

by the AC meter selector. The frequency of the generator is dependent
on the speed of the CSD. Frequency will be indicated only when the
generator is electrically excited. For dispatch purposes, the frequency
meter may be inoperative providing the APU generator is not required for
flight operations (ground operations not included). Refer to your MEL for
details.
AC Voltmeter (200/300)
• The AC voltmeter displays voltage of the source selected (130V scale)

from the phase B line current. The voltmeter also displays residual
voltage of generator selected when residual volts switch is pressed. (30V
scale)
DC Meters Selector (200/300)
• (Oral Topic) The DC meters selector selects the DC source for the DC
voltmeter and DC ammeter. When selected to the STBY PWR or BAT
BUS positions, amperage will not be indicated since these are not
sources of power. For aircraft shutdown and/or flight termination, select
the DC meters selector off the BAT position. This will prevent a battery
discharge since the DC voltmeter will continue to require power from the
battery to operate the display indication. The TEST position is used by
maintenance and connects the voltmeter and frequency meter to a power
system test module for the selection of additional readings.

B737-200/300
AC Meters Selector (200/300)
• The AC meters selector selects the AC source for the AC voltmeter and
frequency meter display indications. The TEST position is used by
maintenance to monitor the selections of the power system test module
in the P-6 panel. Both the AC and DC selectors should be placed in
different position for different configurations of flight operations. During
the standby power check, the DC and AC meter selectors should be
placed in the STBY PWR positions to check for proper voltage and
frequency. For normal inflight operations, the DC and AC meter selectors
should be placed at the BAT and STBY PWR positions respectively. For
aircraft shutdown and/or flight termination, select the DC meters selector
off the BAT position. This will prevent a battery discharge since the DC
voltmeter will continue to require power from the battery to operate the
display indication.
Residual Volts Switch (200/300) Picture
• (Oral Topic) The primary purpose of the residual volts switch is to

determine if a generator has been disconnected. The residual volts
switch when selected, displays residual voltage of the selected generator
on the 30 volt scale of the AC voltmeter. Pressing the switch with a
disconnected generator causes the voltmeter to display zero volts. An

B737-200/300
indication of 10 to 15 volts on the voltmeter shows evidence that the
generator is still rotating. The permanent magnets within the generator
produces the voltage displayed. The permanent magnets are mounted on
the exciter generator frame. These magnets provide a “built-in” residual
voltage which accrues voltage buildup and eliminates the need for field
flashing. As an operational suggestion, maintenance normally request an
residual volts reading before and after CSD disconnects.
Galley Power Switch (200/300) Picture
• Selecting the galley power switch to the ON position provides electrical

power to the galleys. Galley power is available only when generator bus
No.1 and No.2 are powered. Circuit breakers for galley power are located
in the galley and on the P-6 circuit breaker panel. This switch should be
considered during the Electrical Smoke or Fire procedure. By selecting
the galley power switch to the OFF position, removes high load items
from the aircraft’s electrical system.
• (200) Galley power availability is part of the automatic load shedding

protection. With a generator bus failure, the respective B system hydrau-
lic pump and galley power is lost. If the opposite hydraulic pump is
already switched off, the remaining hydraulic pump power source will
transfer to the main bus that is powered.
• (300) Galley power availability is part of the automatic load shedding

protection. With a generator bus failure, galley power is lost.
Battery Switch (200/300) Picture
• (Oral Topic) The battery switch ON/OFF positions have several areas of
importance with reference to battery bus operation and power sources for
that bus. Selecting the battery switch to the OFF position, will cause the
battery bus not to be powered. Even with both engines operating (genera-
tors on line), selecting the battery switch to the OFF position will only de-
energize the battery bus. Think of this switch as a "battery bus switch".
Selecting the battery switch to the ON position (No.2 main bus ener-
gized), causes the No.3 TR to furnish power to the battery bus. This is
known as the primary power source for the battery bus. If the No.2 main
bus is not energized, the hot battery bus powers the battery bus. This is
known as the alternate power source for the battery bus.

B737-200/300
• (Oral Topic) The OFF position of the battery switch has a direct affect on
the operation of the APU. Selecting the battery switch to the OFF
position (with the APU is operating), will cause an auto-shutdown of the
APU. This automatic APU shutdown feature is a ground item only, during
flight operations, APU operations will not terminate.
• The battery switch also provides the AC system with control and protec-
tion functions. For example, the battery switch must be in the ON
position to provide fire detection capabilities.
200 300
Battery (200/300) Schematic Schematic
Limitation
• (Oral Topic) The primary purpose of the battery is to provide DC power to

the standby buses when normal DC power supply has been disrupted
from the TRs. The secondary purpose of the battery is for starting the
APU. A min. of 22 volts is required for APU starting.
• A fully charged battery has sufficient capacity to provide power for a

minimum of 30 minutes. The typical 20 cell nickel-cadmium battery is
located in the electronics compartment. The battery contains harmful
fluids, extreme caution should be used when handling the battery. In
case of spilled electrolyte fluids, clean your hands with water or with a
3% boric acid solution.
• (Oral Topic) Following the loss of both AC generators, the battery will
provide power to the battery bus, DC standby bus, hot battery bus, and
the switched hot battery bus. The battery must be above the minimum
voltage to operate units supplied by the bus. If the APU is the only
operating generator, connect it first to the No.2 bus (as it will power TR
No.3). If the APU cannot be connected to the No.2 bus, connect it to the
No.1 bus. Loss of both engine driven generators is normally indicated by
the illumination of the TRANSFER BUS OFF, BUS OFF, and the GEN
OFF BUS lights. Various other instrument warning lights, and Master
Caution System lights will also be illuminated.
• (Oral Topic) The condition or quality of the battery (duration time for
emergency power use), can be determined by the type of charging phase
the battery is in. Remember, a battery is completely charged when
pulsing charges are indicated on the ammeter. Therefore, you will have
approximately 30 minutes of emergency power available with a "fully
charged battery".

B737-200/300
Battery Charger (200/300)
• (Oral Topic) The primary source of power for the battery charger is
provided by the ground service bus, via the No.1 generator bus. The
alternate power source for the charger is from the No.2 main bus, via the
charger relay. When the battery power is low and requires more than 26
amps of charging from the battery charger, the charger will act like an
unregulated transformer rectifier. When the battery is completely charged
(battery charger is delivering less than 26 amps charging current), the
battery charger reverts to a pulsing charger. Battery charger operation
can be checked by selecting the DC meter to BAT. Observe either a
steady charge or a pulsing charge on the ammeter. Pulling the battery
charger CB will enable you to observe the actual voltage of the battery.
The charger is rated 40 amps with forced air cooling.
• The electrical system has been designed with a charger relay feature.
This provides the means of a power source transfer for the battery
charger in the case of No.1 generator bus failure (power source for the
ground service bus). The charger relay closes and the No.2 main bus
now becomes the power source for the battery charger.
• During APU starting, AC power to the battery charger will be interrupted to

prevent heavy power draw from the charger. When the APU reaches 50%
RPM, various relays will relax and the charger will revert to normal func-
tions.
TR (Transformer Rectifier) (200/300) Limitation
• The purpose of a TR (transformer rectifier) is to convert 115V AC, 400

Hz, 3-phase power to 28V DC. The aircraft has three main TR units
which are located on the E3-1 shelf in the E/E compartment. Each unit
has been rated at 65 amps with cooling and 50 amps without cooling.
• The transformer rectifiers are labeled as TR No.1, No.2, and No.3. The
No.1 TR is supplied with power from the No.1 transfer bus and provides
DC power for the No.1 DC Bus. No.2 TR is supplied power from the No.2
transfer bus and provides DC power to the No.2 DC Bus. No.3 TR is
supplied power from the No.2 Main Bus and provides DC power to the
Battery Bus and acts as an alternate DC power source for TR No.1 or TR
No.2 failure.

B737-200/300
• (Oral Topic) A common oral question that examiners may ask with
reference to transformer rectifiers and the electrical metering panel is the
source of displayed information. For example, the selector has been
placed to either TR 1 or TR 2, what is the source of the information that is
being displayed on the ammeter and/or voltmeter? The correct response,
with TR 1 or TR 2 selected, the ammeter will display information from the
TR unit itself and the voltmeter will display information from the respec-
tive bus. TR 3 is different, it will display voltage and amperage informa-
tion obtained from the TR 3 unit only.
• (Oral Topic) Another common oral question with reference to the electri-
cal metering panel is the display indications of a failed TR unit. A failed
TR 1 or TR 2 unit would be indicated by zero amps and normal bus
voltage. A failed TR 3 would be indicated by zero amperage and zero
voltage.
• (200) Two of the three transformer rectifiers are required for dispatch.
TR No.2 may be inoperative provided that all DC buses and all generators
(including the APU generator) operate normally and the APU generator
can be electrically connected to either bus. Refer to your MEL.

B737-200/300
CSD - Constant Speed Drive (200/300) Picture Limitation
• The aircraft generators produced AC power that must be of a constant

frequency. To achieve this constant frequency, the CSD has been pro-
vided to control the generators at an constant speed, thus providing
constant frequency. Example of the relationship between speed and
frequency: 6000 RPM of generator speed, corresponds to the electrical
frequency of 400Hz. The CSDs are a hydromechanical unit, internal oil is
used as an operating fluid and for cooling purposes. The APU does not
have a CSD. The APU generator operates at a constant speed through
the use of internal gearboxes.
• Operating conditions of the CSD can be observed on the generator drive

oil temperature indicator. Oil temperature is measured as it enters and
leaves the CSD. Temperature of the oil entering the CSD is indicated on
the IN scale. Temperature differential between outlet and inlet is indi-
cated as RISE (out temperature minus in temperature). The "IN" tem-
perature sensor for the CSD is downstream from a fan air cooler. This
temperature reflects the ability of the fan air to cool the CSD oil. The
"RISE" temperature is a "comparison" of the IN and OUT temperatures,
and only reflects how hard the CSD is working.
• (300) The CSD is located on the left side of the engine, on the front of
the accessory gearbox. Normal temperature rise of the oil through the
unit is about 10oC at continuous full load, with an inlet oil temperature of
about 120oC, at normal input speeds. The oil/air heat exchanger cooler is
located on the right of the engine fan duct. The CSD uses standard Mobil
Jet II oil for lubrication.
Generator Drive Low Oil Pressure Light (200/300)
• The illumination of the amber Generator Drive Low Oil Pressure light
indicates the CSD oil pressure is below the minimum operating limit of
120 pisg. With the illumination of the light, a malfunction in the CSD can
be assumed. The CSD should be disconnected before additional damage
occurs. The illumination of the low pressure light will also illuminate the
Master Caution and ELEC Annunciator lights.
• The Generator Drive Low Oil Pressure light may be inoperative for dis-
patch provided the frequency meter and the respective CSD high oil light
and oil temperature indicator operates normally. Refer to your MEL.

B737-200/300
Generator Drive High Oil Temperature Light (200/300)
• The illumination of the amber Generator Drive High Oil Temperature light
indicates the CSD oil has exceeded the operating temperature limit of
1570C. Two causes for high oil temperatures are low oil quantity and
improper internal mechanical operation of the CSD. With high CSD oil
temperatures, CSD failure may occur. To prevent damage to the CSD,
procedures calls for the CSD to be disconnected.
• The illumination of the high oil temperature light will cause the illumination
of the Master Caution and ELEC Annunciator lights. The Generator Drive
High Oil Temperature light may be inoperative for dispatch provided the
frequency meter, the respective CSD Low Oil Pressure light, and/or the
oil temperature indicator operates normally. Refer to your MEL.
Generator Drive Disconnect Switch (200/300) Picture
• The generator drive disconnect switch controls a 28V DC disconnect

solenoid. This disconnect solenoid has been designed to prevent the
possibility of any voltage pickup that may inadvertently trip the CSD. By
selecting the guarded switch to the UP position, the CSD will be me-
chanically disconnected from the engine. The re-connection of the CSD
can only be accomplish on the ground by maintenance personnel, reposi-
tioning the external reset handle. Electrical power for disconnecting
comes from the battery bus.
• The residual volts button is normally used during the CSD disconnect
procedures. Selecting the residual volts button, causes the display of
“zero volts” on the AC voltmeter. After the CSD has been disconnected,
the low pressure light will remain illuminated.
Generator Drive Temperature Switch (200/300) Limitation
• The generator drive temperature switch may be used to select either the
RISE or IN temperatures. These temperature values are displayed on the
Generator Drive Oil Temperature indicator. Two variable resistance type
temperature bulbs (probes) measure the oil temperature on either side of
the CSD oil cooler.

B737-200/300
Generator Drive Oil Temperature Indicator (200/300)
• The generator drive oil temperature indicator displays temperature as

selected by the generator drive temperature switch. A higher than normal
temperature may indicate either excessive generator load or a possible
poor mechanical condition of the generator drive unit. Lack of adequate
cooling may also cause the temperature to increase.
• A generator drive oil temperature indicator may be inoperative for dis-

patch provided the frequency meter, the respective CSD Low Oil Pres-
sure light, and/or the High Oil Temperature light operates normally. Refer
to your MEL.
CSD Limitations (200/300)
• The maximum CSD oil temperature is 1570C. The maximum CSD oil
temperature when selected to the RISE position is 200C.
Standby Power Off Light (200)
• The illumination of the amber Standby Power light indicates the AC and/
or DC standby buses are not powered after a loss of both generator
buses. The Master Caution light and ELEC Annunciator will illuminate.
The standby power switch should be selected to BAT position. This will
provide power to the standby buses from the battery. A fully charged
battery will provide a minimum of 30 minutes of standby power.
Standby Power Off Light (300)
• The illumination of the amber Standby Power light indicates only the AC
standby bus is not powered after a loss of both generator buses. The
Master Caution light and ELEC Annunciator will illuminate. The standby
power switch should be selected to BAT position. This will provide power
to the standby buses from the battery. A fully charged battery will
provide a minimum of 30 minutes of standby power.

B737-200/300
Standby Power Switch (200/300)
• The standby power switch is a three position, guarded switch (BAT, OFF,
AUTO). When selected to AUTO (right guarded position), the standby AC
bus will be powered by the No.1 transfer bus. The standby DC bus will
be powered by the No.1 DC bus. When selected to OFF (center position),
the static inverter is not powered, thus not powering the standby AC bus.
At this time, the Standby Power Off light will be illuminated indicating the
standby buses are not powered. When selected to BAT (left position),
the R328 relay is energized, thus powering the static inverter and provid-
ing power to the standby AC bus. The standby DC bus will receive power
directly from the battery bus.
• (Oral Topic) The AUTO position has some additional features that should
be noted. During normal in-flight and ground operations, the standby AC
bus is powered by the No.1 transfer bus. The standby DC bus is
powered by the No.1 DC bus. With the loss of AC power (in-flight only),
the standby AC bus is automatically powered by the battery bus through
the static inverter. The standby DC bus is automatically powered directly
by the battery bus. With the loss of AC power (ground only), there is no
automatic transfer of power.
• The battery can furnish power to the standby bus equipment for a mini-
mum of 30 minutes. The battery bus is powered by the hot battery bus,
regardless of the battery switch position.

B737-200/300
Generator AC Ammeter (200)
• The generator AC ammeter displays engine generator load in amperes.

The maximum engine driven generator load limit is 111 amps. The
ammeter may be inoperative for an inoperative generator. Refer to your
MEL.
Generator AC Ammeter (300)
• The generator AC ammeter displays engine generator load in amperes.

The maximum engine driven generator load limit is 125 amps. The
ammeter may be inoperative for an inoperative generator. Refer to your
MEL.

B737-200/300
Ground Power Available Light (200/300)
• (Oral Topic) The illumination of the ground power available light indicates
the external power bus is powered by a ground power supply device. The
light will remain illuminated as long as the ground power device is plugged
in. The light provides no quality assurances that the power is correct
(frequency/amps), just that it is connected to the aircraft.
Ground Power Switch (200/300)
• The ground power switch is a three position (OFF, ON, and neutral)
switch. The switch is spring-loaded to the neutral position. When se-
lected to the OFF position, ground power will be disconnected from both
generator buses. When momentarily moved to the ON position, external
power will be connected to the both generator buses.
• The following items occur when connecting ground power to the aircraft
buses:
1. Removes previously connected power source from both generator
buses.
2. Closes external power contactor and connects ground power to both
generator buses if power quality is correct.
3. Switches the ground service bus to the generator bus No.1.
4. Deactivates the ground service switch.
5. Allows the battery to be charged from the external AC power supply.
Ground Power (200/300) Picture
• AC external power receptacle provides 115V AC, 3-phase power from an

external power source (cart or ground power unit). The AC receptacle is
located on the right side of the airplane, forward of the nose wheel well.
The receptacle has four long AC pins, for phases A, B, C, and N (neutral/
ground) and two short DC interlock pins E and F. The reason for the
short DC pins is to prevent arcing or flashing (by the AC pins) should the
external power cable be inadvertently removed while AC power is being
applied. Power for the E and F pins will disconnect before the AC pins
disconnection, thus providing power interruption protection for the AC
circuits prior to activation.

B737-200/300
• The 28V DC power receptacle is located near the battery in the electronic
compartment. When the external DC power is connected, it operates in
paralleled with the battery and will power all circuits normally supplied by
the battery. In the event that the airplane battery is depleted, the APU
can be started by using DC external power. External DC power is not
intended to be used as a power source for battery recharging. Battery re-
charging should always be accomplished by the battery charger.
• The DC power receptacle consists of two large pins (positive and nega-
tive) and a third small pin for correct orientation of the external connector.
Before connecting the power receptacle, voltage should range between
24-28V DC only.
Ground Service Switch (200/300) Picture
• The ground service switch is located on the forward flight attendant’s

panel. The switch has been designed to provide power to the ground
service items. Such items include various service lights and interior
service outlets. The ground service power system makes it unnecessary
to energize the main aircraft’s AC and DC buses when power is required
for ground service items.
Ground Service Bus (200/300)
• (Oral Topic) The ground service bus provides power to:

1. Battery charger.
2. Equipment cooling switch (normal position).
3. Service lights.
4. Service outlets.
Bus Transfer Switch (200)
• The bus transfer switch is a two position switch (AUTO - OFF). The
switch is normally in the AUTO guarded position. This allows the auto-
matic transfer of the transfer bus (essential electrical loads) upon failure
of associated generator bus. This automatic function also allows TR 3 to
supply the No.1 DC bus if TR No.1 fails. A TR failure can be detected by
a zero reading on the DC ammeter of the selected TR.

B737-200/300
• Selecting the bus transfer switch to the OFF position, the following items
occur:
1. Isolates the transfer buses by preventing the operation of the bus
transfer relays, and opens the TR 3 disconnect relay.
2. Prevents the battery charger from switching to its alternate source of
power (main bus No.2)
3. With normal power on the generator buses No.1 and No. 2, opens TR
3 disconnect relay.
4. Transfer of alternate power for the "B" pumps.
5. Transfer of alternate power for the standby hydraulic pump.
Automatic Load Shedding (200)
• Automatic load shedding should be discussed at this time with reference

to bus transfer. The concept of load shedding provides the capability to
reduce power demands automatically during single AC generator opera-
tions. Automatic load-shedding will turn off all nonessential, high draw
electrical equipment such as:
1. Galley power.
2. Respective hydraulic system B electric pump. If one system B hy-
draulic pump switch is already selected OFF, the remaining system B
hydraulic pump power supply will be transferred to the main bus that
is powered. The standby hydraulic pump also has power transfer
capabilities if the No.1 bus is not powered.
Bus Transfer Switch (300) Picture Schematic
• The bus transfer switch is a two position switch (AUTO - OFF). The
switch is normally in the AUTO guarded position. This allows the auto-
matic transfer of the transfer bus (essential electrical loads) upon failure
of associated generator bus. This automatic function also allows TR 2
and TR 3 to supply No.1 DC bus.
• Selecting the bus transfer switch to the OFF position, the following items
occur:
1. Isolates the transfer buses by preventing the operation of the bus
transfer relays, and opens the TR 3 disconnect relay.
2. Prevents the battery charger from switching to its alternate source of
power (main bus No.2).

B737-200/300
Automatic Load Shedding (300)
• Automatic load shedding should be discussed at this time with reference

to bus transfer. The concept of load shedding provides the capability to
reduce power demands automatically during in-flight single AC generator
operations. Automatic load-shedding will turn off all nonessential, high
draw electrical equipment such as galley power.
APU Automatic Load Shedding (300)
• Some aircraft are installed with automatic load shedding capabilities when
the APU generator is providing power. Galley electrical loads will auto-
matically be shed should demand exceed generator limits.
Transfer Bus Off Light (200/300)
• The illumination of the amber TRANSFER BUS OFF light indicates the
transfer relays are not energized. Therefore, the transfer bus is inactive.
The Master Caution light and ELEC Annunciator will illuminate.
• Non-normal procedures calls for the bus transfer switch to be selected to

the OFF position, then to AUTO. Check the Standby Power Off light is
extinguished, this will ensure the integrity of the standby buses for essen-
tial equipment power.
• With the failure of the AC transfer bus (Transfer Bus light illuminated), the
emergency instrument flood lights will automatically activate.
Bus Off Light (200/300)
• The illumination of the amber BUS OFF light indicates the generator bus
on the respective side is inactive and its respective engine generator
breaker, APU generator breaker and external power contactors are open.
Master Caution light and ELEC Annunciator illuminate. The respective
illumination would indicate the following:
1. (Generator No.1) Loss of power to the generator bus No.1, the main
bus and the ground service bus.
2. (Generator No.2) Loss of power to the generator bus No.2 and the
main bus No.2.

B737-200/300
• (Oral Topic) Non-normal procedures calls to ensure the generator switch
has been selected ON. Should the BUS OFF light remain illuminated,
start the APU and place on line (if available). If both generator buses are
not powered, the galleys and one system B hydraulic pump are not
powered. Illumination of the BUS OFF light indicates the respective bus
is inactive. With this type of a failure, you will have the following visual
indications:
1. Illumination of the respective Low Fuel Boost Pump Pressure lights.
2. Galley power will be inoperative.
3. Illumination of the respective BUS OFF, GEN OFF BUS lights.
4. Illumination of the respective window heat lights.
5. Illumination of the respective hydraulic system B pump low pressure
lights.
6. Respective landing lights will be inoperative.
7. Illumination of the Equipment Cooling Off light.
Generator Off Bus Light (200/300)
• The illumination of the blue GEN OFF BUS light indicates the generator is
not supplying the generator bus and the respective generator breaker is
open.
Dual Generator Loss (200/300)
• The illumination of the GEN OFF, BUS OFF, and the TRANSFER BUS
OFF lights indicates the possible loss of both engine driven generators.
Upon loss of all generators, the electrical system will automatically
switch to standby power. Essential radios, flight instruments, and navi-
gation equipment will be powered by the standby system. Non-normal
procedures directs your attention to reduce electrical loads before re-
selecting a generator and/or the activation of the APU generator. The
following is a summary of those actions.
1. Select the galley power switch to OFF.
2. Select the bus transfer switch to OFF.
3. Select system B hydraulic pumps switches to OFF.
4. Re-select the generator switches to ON.
5. If either or both BUS OFF lights remain illuminated, bring on line the
APU. If the APU generator is the only operating power source,
connect it to the No.2 Bus first, so that the TR 2 and TR 3 are
powered. If the APU will not be connect to the No.2 bus, then
connect it to the No.1 bus.

B737-200/300
Generator Switch (200/300)
• The generator switch is a three position, spring loaded (OFF-ON) switch.

It enables the engine driven AC generator to be connected to the respec-
tive generator bus when power quality is correct. If the generator was de-
excited, it will connect the field power supply to the exciter. Selecting the
switch to the OFF position, the generator will be de-excited and thereby
disconnect itself from the generator bus.
• Either engine driven generator may be inoperative for dispatch provided

the APU generator is operating normally and the APU fuel heater oper-
ates normally when fuel temperature less than 320C is anticipated. If this
can not be accomplished, then the flight duration must be less than that
required for the fuel to cool to the above temperature value. Refer to your
MEL for operating procedures and for fuel temperature chart information.
• Each generator has an generator control unit (GCU), located in the P6

panel. The GCU provides protection for the following items:
1. Overvoltage 130 +/- 3 volts
2. Undervoltage 100 +/- 3 volts
3. Overfrequency 430 +/- 5 Hz
4. Underfrequency 365 +/- 5 Hz
5. Overcurrent 170-175 amps
6. Differential Current 20-30 amps

B737-200/300
APU Generator Off Bus Light (200/300)
• (Oral Topic) The illumination of the blue APU Generator Off Bus light
indicates that the APU is at the governed speed of 95% rpm, the APU is
not supplying a generator bus, the generator frequency is above 380 Hz,
and the APU generator is ready to accept a load.
APU Generator Switch (200/300) Picture Schematic Limitation
• The three position, spring loaded (OFF-ON) switch enables the APU
generator to be connected to the desired generator bus when the power
quality is correct. If the APU generator is de-excited, it will connect the
field power supply to the exciter. When selected to the OFF position, the
APU generator will disconnect itself from the respective generator bus. If
the other generator bus is not utilizing the APU generator, then the APU
generator de-excites itself.
• (Oral Topic) The two APU generator switches work the same on the
ground with respects to connecting the APU generator to the respective
bus. During flight operations, only one bus can be powered from the APU
generator. However, it is possible to depart with both busses powered by
the APU, but it is not recommended due to the increased electrical loads
on the APU generator.
APU Limitations (200)
• The following limitations apply to the APU generator. Some airlines have
deleted these numbers from their limitation sections of their manuals.
They have been included here as technical reference only.
1. APU generator limit (ground) 125 amps.
2. APU generator limit (flight) 111 amps.
• The following limitations apply to the APU generator. Some airlines have
deleted these numbers from their limitation sections of their manuals.
They have been included here as technical reference only.
1. APU Generator Limit (ground) 160 amps.
2. APU Generator Limit (flight) 140 amps.

B737-200/300
APU Low Oil Quantity Light (200/300)
• The illumination of the blue APU Low Oil Quantity

light indicates the APU oil quantity is insufficient for
extended operations. The warning light is disarmed
when the APU switch is in the OFF position.
• (Oral Topic) The total oil quantity of the APU lubri-

cation system is 1.5 gallons. The illumination of
the low quantity light only indicates the APU oil
quantity is insufficient for extended operations. The actual oil remaining
within the system is at or below 1.25 quarts.
• The APU Low Quantity light may be inoperative for dispatch provided the
APU oil is checked prior to each departure. This quantity check allows
the APU to be used during ground and flight operations. Refer to your
MEL.
APU Maintenance Light (as installed)
• The illumination of the blue APU Maintenance light indicates the APU oil
quantity is insufficient for extended operations. The warning light is
disarmed when the APU switch is in the OFF position.
APU Oil Pressure Light (200/300)
• The illumination of the amber APU Oil Pressure light indicates the APU
oil pressure is low, causing the APU to initiate an automatic shutdown.
This occurs only after the start cycle has been completed and at any
time during normal APU operations with oil pressures below 45 psig. It is
normal for the APU Oil Pressure light to illuminate during the starting

B737-200/300
cycle and remains illuminated until the APU oil pressure is normal. This
light is disarmed when the APU switch is in the OFF position.
• The APU Oil Pressure light may be inoperative for dispatch provided the
APU is not used in flight. For ground operations, APU operations are
permitted provided the automatic shutdown features are operating nor-
mally. Refer to your MEL.
APU High Temperature Light (200/300)
• The illumination of the APU High Temperature light indicates the APU oil
temperature is excessive, causing the APU to initiate an automatic shut-
down. This light is disarmed when the APU switch is in the OFF position.
With actual high oil temperatures, the High Temperature light can be reset
by placing the APU switch to OFF. The temperature of the oil must also
decrease below temperature switch limit for the reset. The temperature
sensor senses the oil temperature at the pressure pump outlet and is
designed to illuminate the amber caution light when the oil temperature
reaches 255oF (124oC).
• The APU High Temperature light may inoperative for dispatch provided
the APU is not used in flight. For ground operations, APU operations are
APU Fault Light (as installed)
• The illumination of the APU FAULT light indicates the APU oil tempera-
ture is excessive, causing the APU to initiate an automatic shutdown.
This light is disarmed when the APU switch is in the OFF position. With
actual high oil temperatures, the APU Fault light can be reset by placing
the APU switch to OFF. The temperature of the oil must also decrease
below temperature switch limit for the reset. The temperature sensor
senses the oil temperature at the pressure pump outlet and is designed to
illuminate the amber caution light when the oil temperature reaches 124oC
(255oF).

B737-200/300
APU Overspeed Light (200/300)
• The illumination of the amber APU Overspeed light indicates the APU
speed is excessive (greater than 110% RPM), causing the APU to initiate
an automatic shutdown. After shutdown, the APU cannot be restarted
without resetting the overspeed circuit. The APU overspeed reset switch
is located in the E/E compartment, must be reset before another start
attempt. The APU Overspeed light is always armed, regardless to the
position of the APU switch.
• The overspeed light also illuminates if an APU start is aborted prior to

reaching governed speed, but extinguishes following a normal start. Light
illuminated during APU shutdown indicates overspeed shutdown protec-
tion is lost.
• The APU Overspeed light may be inoperative for dispatch provided the
APU is not used in flight. For ground operations, APU operations are
APU Generator Ammeter (200)
• The APU generator ammeter displays APU generator load current. Ob-
serve the following limitations: ground operations = 125 amps; flight op-
erations = 111 amps. The above limitations have been removed from
some airline’s AFMs, observe your airline’s limitations.
APU Generator Ammeter (300)
• The APU generator ammeter displays APU generator load current. Ob-
serve the following limitations: ground operations = 160 amps; flight op-
erations = 140 amps. The above limitations have been removed from
some airline’s AFMs, observe your airline’s limitations.
APU Exhaust Temperature Indicator (200/300) Limitation
• The APU exhaust temperature indicator displays APU exhaust gas tem-
perature. The thermocouple is located in the exhaust of the APU engine.
Power supply of 0-5 volts DC is used only for the indicator integral
illumination.

B737-200/300
• The APU EGT indicator may be inoperative for dispatch provided all
warning and caution lights operate normally. The APU may only be used
to provide the aircraft with electrical power, and for the starting of only
one engine. Passengers are not permitted on board until the APU has
been shutdown. This is to provide extra protection and to guard against
possible APU fire conditions. Refer to your MEL.
• Caution should be exercised during APU starting with regards to inadvert-

ent sticking of the APU start switch. This may affect the operation of the
EGT indicator and provide erroneous indications.
APU Start Switch (200/300)
• The APU start switch is a three position switch (OFF-ON-START). Se-

lecting the OFF position with the APU operating, initiates an APU shut-
down. This shutdown feature simulates a 110% RPM overspeed and
automatically secures the APU.
• (Oral Topic) The ON position of the APU start switch is the normal
position for APU (running) operations. Selecting the APU start switch to
the START position begins the automatic start sequence. The air inlet
door and the fuel valve opens. As the door reaches the full open posi-
tion, the automatic APU starter engagement begins.
APU Start Sequence (200/300)
• (Oral Topic) Some examiners may inquire about the start sequence of
the APU. Listed below is the normal start sequence for the APU.
1. Position the battery switch to ON (minimum 22 volts). With battery

voltage below 18 volts, certain battery switch relays may not close,
thus preventing the APU from starting. The APU motor is normally
powered directly from the battery.
2. Fuel boost pump ON (not mandatory). However, with the fuel boost
pump ON, it will help extend the service life of the APU fuel control
unit.
3. APU bleed switch OFF.
4. Complete the APU Fire Test.

B737-200/300
5. APU switch is momentarily selected to the START position (observe
the following):
a. Low Oil Pressure light illuminated.
b. Full scale negative deflection on DC ammeter for APU starter
engagement. The fuel valve opens and supplies fuel to the
APU. The APU inlet door is in the full opened position. A
battery charger relay opens to isolate the battery charger.
c. Low Oil Pressure light extinguished at approximately 37%
RPM.
d. Monitor EGT. Max-760C.
e. Normal fuel burn: 250/300 lbs per hour.
f. Maximum starter operation time: 90 seconds.
• At 50% RPM, the starter is de-energized. If the APU rpm does not reach
the starter cutout circuit requirement within 90 seconds, the start is
automatically terminated. Observe DC ammeter for starter cutout. An
increase above normal values indicates the charger is operating and
recharging the battery.
• At governed speed of 95% RPM, the ignition exciter is terminated and the
APU GEN OFF bus light will illuminate, the APU is now ready to accept a
load.
APU Alternate Starting - Power Source (200/300)
• Normal power source for APU starting is the battery. An alternate power
source for starting the APU can be provided by a DC ground auxiliary cart
through the 28 VDC power receptacle. This receptacle is located near
the battery in the E/E compartment.
APU Aborted Starts (200/300) Limitation
• After any unsuccessful ground start of the APU, do not attempt another
ground start (AD 90-05-02). A second/subsequent ground start attempt is
permitted if a qualified observer is present after any unsuccessful ground
start of the APU. That observer is required to watch for any possible
"unacceptable torching" or any other non-normal indications. With mul-
tiple aborted start attempts, five minutes of cooling is required between
the second and third attempt. Wait one hour after the third attempt.

B737-200/300
APU Inflight Start Attempts (200/300)
• Inflight APU starts may be attempted at any altitude up to 35,000 feet,

but altitudes below 25,000 feet are recommended. With at least one
generator operating normally, subsequent start attempts (up to a maxi-
mum of four) can be made at lower altitudes.
APU Fuel Control Unit (200/300)
• Many airlines are upgrading their B737 APU’s with the Timed Accelera-
tion Fuel Control Unit (TAFCU). This modification is designed to reduce
EGT during APU acceleration, thus improving hot section replacement
times. This modification has been accomplished by scheduling less fuel
to the ignitors during the starting cycle. Slower acceleration is the result
of this fuel scheduling. For TAFCU equipped APU’s, it is normal for APU
starting time to range from 40-70 seconds (cold aircraft: 135 seconds).
Fuel for the gear-driven APU fuel control unit (FCU) is available from the
No.1 fuel tank. The fuel is automatically heated, if required, to prevent
icing. The fuel solenoid valve opens when oil pressure is sufficient to
initiate ignition.
1. Maximum EGT 7600C

2. Maximum Continuous 7100C
3. Maximum Altitude Pneumatic Use 17,000’
4. Maximum Altitude Pneumatic/Electrical 10,000’
5. Maximum Altitude Electrical Load 35,000’
6. APU Generator Limit: Ground 125 amps
Flight 111 amps
1. Maximum EGT 7600C

2. Maximum Continuous 7100C
3. Maximum Altitude Pneumatic Use 17,000’
4. Maximum Altitude Pneumatic/Electrical 10,000’
5. Maximum Altitude Electrical Load 35,000’
6. APU Generator Limit: Ground 160 amps
Flight 140 amps

B737-200/300
APU Notes (200/300)
• The APU is a gas turbine consisting of a two-stage centrifugal compres-

sor directly coupled to a single-stage radial inflow turbine. The turbine
shaft is geared to the accessory drive section and provides power for
driving the engine accessories and the generator. Electrical power from
the airplane battery and fuel from the No.1 tank are used to start and
operate the APU. The APU supplies bleed air for engine starting and air
conditioning. The APU also provides an auxiliary AC power source from
a self-contained AC electrical generator.
• The standard APU on B737 aircraft was designed by Airesearch, desig-

nated the GTCP 85-129E. The unit weights 313 pounds and is located in
the tail section of the aircraft. Maximum fuel burn is rated at 340 PPH
with maximum loads on a standard day. The rated speed (at sea level -
steady state) is 41,000 RPM, with an output of 6000 RPM at the genera-
tor drive. Maximum EGT for starting or transient conditions is 7600C, with
7100C as maximum continuous. Maximum oil temperature is 1240C.
Automatic internal control units monitor EGT and will restrict pneumatic
loads to favor electrical loads during periods of high demand.
• (Oral Topic) The battery switch must be ON during normal APU opera-
tions. Positioning the battery switch to OFF, while the airplane is on the
ground, will automatically shut down the APU. During flight operations,
the selection of the battery switch to OFF, does not shutdown the APU.
When securing the aircraft, the APU must be completely secured for at
least 20 seconds to allow for the closure of the APU air inlet door prior to
the selection of the battery switch to the OFF position.
• Some airlines require two minutes of normal APU operation prior to using
it as a pneumatic source. The manufacturer recommends at least one
minute prior to use. The same two minute requirement of normal APU
operation with no pneumatic load prior to shutdown is desired. The
manufacturer recommends at least one minute of APU operation with no
pneumatic load prior to shutdown.
• The APU generator is rated at 40 KVA inflight and 45 KVA while on the
ground.

B737-200/300
• (Oral Topic) The start sequence is partially controlled by the "multi-
speed" or the "speed switch". This internal switch is used to sequence
various APU events such as :
1. Starter cutoff at 50% RPM.
2. Load circuit arming at 95% RPM.
3. Fuel solenoid valve power shutoff at 110% rpm.
• (Oral Topic) Automatic APU shutdown protection is provided for the

following items:
1. Overspeed (pops CB in the E/E compartment).
2. Low oil pressure.
3. High oil temperature.
4. APU fire.
5. Hung start (90 second timed).
• (Oral Topic) APU bleed valve located on the air conditioning control
panel, must be closed when:
1. Ground air is connected and the isolation valve is opened.
2. L.H. engine bleed valve is opened.
3. Isolation valve, R.H. engine bleed valves are opened.
4. APU bleed valve may be opened during engine start, but avoid engine
power above idle.
• C.A.A. certified aircraft (Canadian or British etc.), are equipped with a DC

power APU boost pump that provides fuel during starting. With the
activation of the APU speed switch (95%), the pump is deactivated.
APU Winter Operations (200/300)
• During winter operations, special considerations must be reviewed. Inlet

area icing can be detected by higher than normal EGT indications and
reductions in duct pressure. Operations in extreme cold conditions may
require the use of both packs.
• Special precautions must be observed with the use of de-icing fluids

around the APU inlet area. Care must be taken to prevent this fluid from
entering the APU, therefore, the APU should be shutdown when de-icing
that portion of the aircraft. Ensure the APU door is free of impacted snow
and ice prior to APU operations.

B737-200/300
APU Fire (200/300)
• An APU fire is recognized by the fire warning bell ringing and the APU
Fire Warning light illumination. The APU fire warning handle should be
pulled and rotated. To manually unlock the APU fire handle, press the
override and pull. By pulling the APU fire handle, this action performs
backup protection to the APU automatic shutdown feature. The following
items occur:
1. Closes the APU bleed air valve.
2. Closes the APU inlet door.
3. Trips the generator field.
4. Arms the fire extinguisher system.
5. Closes the fuel valve.
APU Fire Detection (200/300)
• The Kidde Sensor Fire Detection Loop is a single loop that signals a fire
warning due to a general overheat or localized fire condition. The fire
detector sensor-loops are mounted on the bottom of the APU engine
(4000F sensor), one on the outside leading edge of the exhaust pipe
(7500F sensor), and one on the outside of the exhaust heat shield (3600F
sensor).
• (Oral Topic) The power supply for the fire detection system (circuit and
light) is 28V DC from the battery bus.
• A fire short circuit discriminator is installed to prevent shorts from caus-

ing false fire warnings. Testing for fire sends an artificial electronic signal
to the fire warning detector. The detector is not actually heated. A short
in the fire circuit is indicated by the illumination of the APU DET INOP
light. This light is located on the aft electronic control panel.
Panel Light Control (200/300 not shown)
• The panel light controller when rotated clockwise regulates the intensity
of the forward and aft overhead panel lights. Individual lights may be
inoperative for dispatch provided the remaining lights are sufficient to
illuminate all instruments and panel switches. Variable intensity control
switches may also be inoperative provided that this feature is unneces-
sary. Refer to your MEL.

B737-200/300
APU Ground Control Panel (200/300) Picture Schematic
• The APU ground control panel is located on the aft bulkhead of the right
main wheel well. It provides visual and aural fire warning and extin-
guisher operation/control from outside of the aircraft. When a fire is
detected, the horn and light will operate alternately and the APU will
automatically shutdown. Selecting the horn cutout switch will stop the
horn from sounding and the red light will remain illuminated, visually
warning of the fire condition.
• The selection of the fire handle will arm the extinguisher system and will
shutdown the APU should the automatic shutdown features fail to secure
the APU.
Circuit Breaker Light Control (200/300)
• The circuit breaker light controller when rotated clockwise regulates the
intensity of the P-6 and P-18 circuit breaker panels illumination. Indi-
vidual lights may be inoperative for dispatch provided the remaining lights
are sufficient to illuminate all instruments and panel switches. Variable
intensity control switches may also be inoperative provided that this
feature is unnecessary. Refer to your MEL.
APU Shroud (200/300) Picture
• Refer to page 403 for further information.

B737-200/300
Equipment Cooling Switch (200)
• The equipment cooling switch is a two position (NORMAL and ALTER-

NATE) switch. When selected to the NORMAL position, the normal
cooling fan is activated. Power source for “normal fan” is provided by the
ground service bus. Selecting the switch to the ALTERNATE position,
the alternate cooling fan is activated. The power source for “alternate
fan” is from the No.2 main bus.
Equipment Cooling/Supply Exhaust Switch (300 EFIS)
• Cooling for the E/E compartment, EFIS equipment, and circuit breaker
panels in the cockpit are provided by the two supply fans and the two
exhaust fans. EFIS equipped aircraft are equipped with two equipment
cooling/supply exhaust switches. Each switch has a two position (NOR-
MAL and ALTERNATE) position. When selected to the NORMAL posi-
tion, the respective normal supply/exhaust fan is activated. Selecting
the switch to the ALTERNATE position, the respective alternate cooling/
exhaust fan is activated. The monitoring system consists of two cooling
OFF caution lights to warn of insufficient airflow to the compartments.
The exhaust low flow sensor is located in the exhaust duct located in the
lower nose compartment. The supply low flow sensor is located in the
supply duct in the lower nose compartment. If the airplane is on the
ground, the crew call horn sounds after 19 seconds. This will alert the
ground crew that there is no cooling airflow for the IRUs.
• The fans are 115V AC, 3 phase blowers are located in the lower right, aft
section of the electronic compartment. The cooling operation occurs as
long as electrical power is available to the aircraft.

B737-200/300
Equipment Cooling Off Light (200/300)
• The illumination of the amber Equipment Cooling Off light indicates no

airflow from the respective cooling fan. A no airflow detector in the
ducting just forward of the fans consists of a heating unit located below a
thermal switch. Loss of airflow causes a thermal switch to close, illumi-
nating the Equipment Cooling OFF light. Non-normal procedures calls for
the selection of the alternate fan which should restore airflow to the
equipment.
• Ground operations and operations with low differential (less than 2.5 psi)
causes the air to be dumped overboard through a flow control valve in the
bottom of the aircraft. In-flight operations with high differential pressures
(greater than 2.5 psi), causes the warm air to be routed forward to the
forward cargo compartment. This warm air insures adequate heating at
the higher altitudes.
• The flow control valve used in the equipment cooling system, operates
under the influence of differential pressure and “aerodynamic” forces
which either opens or closes the valve, thus allowing the proper direction
of the air from the equipment cooling system.

B737-200/300
Equipment Cooling (300)
* Equipment cooling for the flight compartment and E/E compartment are
provided by two 115V AC, 3-phase blowers which are located in the lower
right, aft section of the electronic compartment. The cooling operation
occurs as long as electrical power is available to the aircraft. The
monitoring system consists of two cooling off caution lights to warn of
insufficient airflow to the two compartments. The exhaust low flow sen-
sor is located in the exhaust duct located in the lower nose compartment.
The supply low flow sensor is located in the supply duct in the lower nose
compartment. If the airplane is on the ground, the crew call horn sounds
after 19 seconds of no airflow. This will alert the ground crew that there
is no cooling airflow for the IRUs.
• (EFIS) One supply fan may be inoperative for dispatch provided that one
exhaust fan operates normally and the operation of the aircraft is such
that it be flown within 60 minutes of a suitable airport. Refer to your MEL.
One exhaust fan may be inoperative for dispatch provided that one sup-
ply fan operates normally and the operation of the aircraft is such that it
be flown within 60 minutes of a suitable airport. Refer to your MEL.
Note, with a dual fan failure, EFIS equipment will only operate for approxi-
mately 90 minutes before complete failure, thus the reason for the 60
minutes limitation.

B737-200/300
Emergency Exit Lights (200/300) Picture
• The guarded emergency exit light switch is a three position (OFF/

ARMED/ON) switch. When selected to the OFF position, prevents the
activation of the emergency lights system when the airplane electrical
power fails or is turned off. Selected to the ARMED position, the emer-
gency lights system activates all interior and exterior emergency lights
automatically should DC power fail or if AC power has been selected off.
Placing the emergency exit switch to the ON position, manually illumi-
nates all emergency lights.
• The emergency exit switch when selected to the ON position will illumi-
nate all emergency lights. The Passenger Cabin Emergency Exit lights
(flight attendants switch) may override the flight deck controls and illumi-
nate the emergency lights.
• (Oral Topic) The emergency lights, located throughout the passenger

cabin, are powered by individual nicad batteries with a charging, monitor-
ing and voltage regular circuit. If electrical power to the 28V DC bus
No.1 fails or if AC power has been turned off, the emergency exit lights
will illuminate automatically.
• The emergency battery packs contain six nicad batteries and a charging
package to maintain the batteries charge. The system is designed to
provide illumination for approximately 15-20 minutes and has incorpo-
rated within the system a device that prevents total battery discharge if
the system is inadvertently left on.

B737-200/300
• The charging of the emergency lights batteries occurs regardless of the

position of the emergency light switch, either in the OFF or ARMED
positions. The battery pack electronics unit provides 350 milliamperes
battery charging current when the DC bus No.1 is powered.
• (300) The cockpit aft dome light contains a separate bulb that is powered
by the emergency lighting system to provide illumination for cockpit
evacuation. This is a non-removable light fixture.
Emergency Exit Lights Not Armed Light (200/300)
• The illumination of the amber emergency exit lights NOT ARMED light
indicates the emergency exit lights switch is not in the ARMED position.
Passenger Cabin Emergency Exit Lights (200/300)
• The passenger cabin emergency exit light switch, located on the aft flight
attendant’s station, is a two position switch (NORMAL/ON). When se-
lected to the ON position, illuminates all interior and exterior emergency
lights.

B737-200/300
• (Oral Topic) The cabin emergency exit light switch can be used to
override the flight deck control of the emergency lighting system and
illuminate the emergency lights. This can be accomplished whenever the
flight deck controls have been selected to the ON position. The design
concept is to provide the means of bypassing the cockpit control of the
emergency lights in the case of an actual emergency or with the failure of
the flight deck emergency light controller.
Picture
No Smoking Passenger Warning Switch (as installed)
• Located on the overhead control panel, the dual three-position no smok-

ing switch controls the illumination of the no smoking sign portion of the
passenger notice system. The no smoking switch is labeled OFF,
AUTO, and ON. Selecting the respective switch to OFF, extinguishes
the cabin no smoking sign. Selecting the AUTO position, will automati-
cally illuminate the passenger information sign when the landing gear is
extended. When the landing gear is retracted, the light will be extin-
guished. Selecting the control switch to ON, manually controls the illumi-
nation of the warning lights. A low chime sound has been incorporated
within the system to sound anytime a change has occurred, either auto-
matically or manually.
• The no smoking sign must be readily legible to each passenger seat,

cabin attendant seat, or lavatory. If this is not possible, then the seat
must be blocked and placard with DO NOT OCCUPY. The sign may be
inoperative for dispatch, provided the PA system operates normally and
an acceptable procedure is used to inform the passengers of these pas-
senger requirements. Refer to your MEL for detailed procedures concern-
ing the appropriate required announcements.

B737-200/300
Fasten Belt Passenger Warning Switch (as installed)
• The fasten belt passenger warning switch is located on the overhead

control panel. The dual three-position switch controls the illumination of
the fasten seat belt sign portion of the passenger notice system. The
fasten belt switch is labeled OFF, AUTO, and ON. Selecting the respec-
tive switch to OFF, extinguishes the cabin fasten belt sign. Selecting the
AUTO position, will automatically illuminate the passenger information
sign when the landing gear is extended. When the landing gear is
retracted, the light will be extinguished. Selecting the control switch to
ON, manually controls the illumination of the warning lights. A low chime
sound has been incorporated within the system to sound anytime a
change has occurred, either automatically or manually.
• The fasten belt sign must be readily legible to each passenger seat,
cabin attendant seat, or lavatory. If this is not possible, then the seat
must be blocked and placard with DO NOT OCCUPY. The sign may be
inoperative for dispatch, provided the PA system operates normally and
an acceptable procedure is used to inform the passengers of these pas-
senger requirements. Refer to your MEL for detailed procedures concern-
ing the appropriate required announcements.
Attendant Call Switch (200/300)
• The attendant call switch is located on the overhead control panel. Se-
lecting the attendant call switch, sounds a two-tone chime in the passen-
ger cabin and illuminates both pink overhead annunciator master call
lights. The annunciator lights will stay illuminated until the reset has
been made by the cabin attendant.
Ground Call Switch (200/300) Picture
• Selecting the ground call, sounds an alert horn in the nose wheel well.
The switch will continuously sound until the press-switch is released.
Cockpit Call Light (200/300)
• The cockpit call light is located on the overhead control panel. When
illuminated, indicates the flight deck is being called by the flight atten-
dants or by the ground crew. The cockpit call light remains illuminated
until the captain call or pilot call switch is released.

B737-200/300
Rain Repellent Switch (200/300)
• (Oral Topic) The rain repellent

switch is located on the over-
head control panel. When the
respective press-select switch
is momentarily activated, a time
released (.17 seconds) applica-
tion of 5cc of repellent is ap-
plied to the No.1 windows.
• (Oral Topic) The rain repellent

used in this system is a Boeing
aircraft patented fluid called
Rain Boe, Type III. The con-
tainer is a pressurized can con-
taining 550cc of fluid when full.
The power supply for the sole-
noid valve operation of the rain
repellent system is 28V DC
power. The left switch is pow-
ered by the DC bus No.1, and
the right switch is powered by
DC bus No.2. The repellent
fluid is packaged in one pres-
surized disposable container
which is replaced when empty.
This bottle is located on the P-
18 panel aft of the Captain’s
seat. There is a level line
marked on the receptacle hous-
ing adjacent to the sight gauge.

B737-200/300
• For preflight considerations, verify the float is above the reference line
and the shutoff valve is in the vertical position. When the sight gauge
float is at or below the level line, the bottle should be replaced. With the
float at the replacement level mark, about 10 applications of fluid re-
mains.
• (Oral Topic) Rain repellent is used in conjunction with the windshield

wipers to improve visibility during heavy rain. The repellent fluid is
recommended only in moderate or heavy rain. Rain repellent should not
be used on dry windshields because the undiluted solution will restrict
visibility and the use of the wipers will only increase the smearing. Cau-
tion should be exercised to avoid the application of the rain repellent fluid
to a dry windshield. The fluid will dry to a hard film. To remove this film,
mild detergent, water, and a soft cloth may be used. In case of heavy,
built-up layers of film, additional rain repellent may be applied to act as a
solvent. This new fluid must then be washed off with water immediately.
• The rain repellent system may be inoperative for dispatch provided the
system is not required and procedures do not require its use. Refer to
your MEL.
Windshield Wiper Selector (200/300)
• The windshield wiper selector is located on the overhead center panel.

The selector is a four-position rotary controller that controls the wind-
shield wipers on the No.1 windows. Each wiper is operated by a separate
system to ensure that clear vision through one of the windows is main-
tained in the event of a system failure. Although two independent system
are installed, both wiper systems are electrically operated and controlled
by a common controller switch. Selecting the switch momentarily to the
PARK position will help stow the wiper blades to the lower edge of the
window. Moving the selector from the OFF position to LOW, will initiate
the operation of the wipers at 130 strokes per minute. The HIGH position
will operate the wipers at 160 strokes per minute. Caution should be
exercised to not operate the windshield wipers on a dry window.
• The windshield wipers may be inoperative for dispatch provided the air-
craft is not operated in precipitation within 5 nautical miles of your arrival
and departure airports. Refer to your MEL.

B737-200/300
Window Heat ON Light (200/300)
• The illumination of the green window heat light indicates the window heat
controller is applying heat to the respective window. The windows on
each side of the cockpit are provided with electrical heating for anti-icing
and defogging. Heating of the windows improves the impact strength of
the windows for bird-strike protection. Air from the air conditioning sys-
tem can be used to defog the No.1 cockpit windows.
• Electrical power from the respective AC generator bus provides power to

the four window heat control units. These units are located in the E/E
compartment. Flight compartment windows No.1, No.2, No.4, and No.5
(left and right sides) are heated. Window No.3 is warmed by vented air
between the two acrylic panes of the window. The No.1 window can also
be heated from the air conditioning system by the windshield air control
system. The windows are paired to a power source to insure adequate
visibility with the loss of one generator. Windows L1, L4, L5, and R2 are
powered by the No.1 generator bus. Windows R1, R4, R5, and L2 are
powered by the No.2 generator bus.
Window Overheat Light (200/300)
• The illumination of the amber window overheat light indicates electrical

power to the respective window has been removed. The window overheat
light will also illuminate if an overheat condition occurs. As window
temperatures reach 620C (1450F), the overheat sensors de-energizes
power to the window and illuminates the amber light. Resetting the
window overheat system is accomplished by momentarily positioning the
Window Heat Switch to OFF. With the illumination of this light, the
B737-200/300
following items will occur: the respective window heat light will be extin-
guished, the Master Caution Lights and the Anti-ice System annunciator
light will illuminate. The window overheat light may also illuminate if the
electrical power to the window has been interrupted.
• The No.1 or No.2 window heater may be inoperative for dispatch provided
the aircraft is not operated in known icing conditions, the windshield defog
system operates normally, and the airspeed is limited to 250 kts. below
10,000 feet MSL. Refer to your MEL.
Window Heat Switch (200/300) Limitation Picture
• The window heat switch is a two-position OFF/ON controller. Selecting

the switch to ON, signals the window heat controller to apply heat (five or
more watts of power) to the associated window. This power is modulated
to maintain the window temperature at 430C (1100F). The switch labeled
FWD, controls power to the No.1 windows. The switch labeled SIDE,
controls power to No.2, No.4 and the No.5 windows (eyebrow windows).
The eyebrow windows are thermostatically controlled and the main win-
dows are constant temperature powered.

B737-200/300
• Standard airline operating procedures calls for the window heat switches
selected to ON at least 10 minutes prior to takeoff. This limitation is also
listed in many airline MEL’s.
Window Heat Test Switch (200/300)
• The window heat test procedure is designed to test the overheat and
power functions of the window heat system. The OVHT position when
selected, simulates an overheat condition which causes the amber over-
heat lights, the Master Caution lights and Anti-Ice System annunciator
lights to illuminate. Reset of the system can be accomplished by mo-
mentarily positioning the window heat switch to OFF then ON. The
illumination of the overheat lights indicates that the overheat circuits are
operating properly. The overheat light(s) may extinguish immediately or
remain illuminated for as long as 70 seconds.
• The PWR TEST position provides a confidence test when any of the
green ON lights fail to illuminate after the selection of the window heat
switch to the ON position. The test mode will force the window controller
to full power, bypassing the normal temperature control. If any green light
remains extinguished during the power test, window heat protection may
be lost. Do not hold the PWR TEST switch on for extended periods of
time, overheating of the windows will occur. It is permissible to perform
the test with the other green lights illuminated. Overheat protection is
available during the power test mode. For inoperative window heat proce-
dures, refer to the MEL notation in the previous section.
• Non-normal procedures for a window overheat condition requires the se-

lection of the affected window heat switch to the OFF position. Allow 2-5
minutes before selecting the window heat switch to ON again. Should the
light illuminate again, select switch to OFF and limit airspeed to 250
knots maximum below 10,000 feet. For windshield defogging, position
the windshield air controls to the PULL position. Allow extra time for
defogging in humid climates (30-45 minutes application prior to touch-
down).

B737-200/300
Windows (200/300)
• The aircraft windows are constructed of laminates consisting of glass,

vinyl and acrylic. Windows No.1, No.2, No.4 and No.5 are electrically
heated by power passing through a conductive coating. On windows No.1
and No.2, a conducting coating is located near the outer surface. This
provides heating to prevent ice buildup on the respective windows. On
windows No.4 and No.5, the conductive coating is located near the inside
surface of the window. This helps prevent window fogging.
• Arcing-delaminated-shattered-cracked window condition is recognized by

arching, substantial delamination, shattering or cracking of any cockpit
window. Window 4 is the only window having a middle glass pane. A
failed middle pane appears shattered and transparency is virtually lost.
Non-normal procedures calls for the window heat switch to be selected
OFF and limit maximum airspeed to 250 kts. If Window No.1, No.2,
No.4, or No.5 is affected, set cabin altitude selector to 10,000‘ and set
the pressurization mode selector to STBY. Reduce pressure differential
by limiting flight altitude. Follow recommended differential pressure plac-
ards located in your operation manuals or emergency checklists.
Pitot Static Heat Switch (200) Picture Limitation
• The pitot static heat switch is a two-position control switch. Selecting the
switch to the ON position, applies power to heat the respective system.
Electric power is supplied to the resistance type heaters inside all probes
and vanes. Selecting to the OFF position, removes all electrical power
from the pitot. The power sources for the pitot system are 115V AC bus

B737-200/300
No.1, bus No.2, the transfer bus No.1, transfer bus No.2 for the switches
and 28V DC bus No.1, and bus No.2 & batter bus for the indicating lights.
Alternate static ports are not heated.
• When applying anti-icing fluids to the aircraft, procedures require the

selection of the pitot heat switch to OFF.
• The respective pilot’s or copilot’s pitot/static heater probe (upper probes),

may be inoperative for dispatch providing the aircraft is only operated
during day VMC conditions and if the aircraft is not operated in visible or
known/forecasted icing conditions. The appropriate static source selector
switch should be selected to the alternate static source. Refer to your
MEL. The respective No.1/No.2 auxiliary pitot-static probe heater may be
inoperative for dispatch providing the corresponding auxiliary heater oper-
ates normally and the aircraft is not operated in known or forecast icing
conditions. Refer to your MEL. The No.1 auxiliary pitot-static heater
probe is the right lower probe. The No.2 auxiliary pitot-static heater probe
is the left lower probe.
Probe Heater Lights (as installed)
• There are two types of probe heater lights (green or amber) installed on
the B737-200 aircraft. Aircraft installed with green lights, the illumination
of these lights indicates the electrical power is supplying the heating unit
and the heating unit is operating normally.
• Aircraft installed with amber probe heater lights have a different light
description. The illumination of this amber light indicates the electrical
power is not supplying the heating unit and the heating unit is not operat-
ing normally.
Heater OFF Light (200)
• The amber heater OFF light is not installed on the control panels where
the probe heater lights are amber in color. The illumination of the heater
OFF light indicates one and/or both pitot static heat switches are in the
OFF position. The illumination also indicates heat is not being applied to
the Captain’s or First Officer’s primary or auxiliary pitot static probes.
Respective green lights are extinguished. The Master Caution lights and
the Anti-Ice Annunciator light will illuminate upon detection of the heater
OFF light illumination.

B737-200/300
Pitot Static Heat Switch (300)
• The pitot static heat switch is a two-position control switch. Selecting the
switch to the ON position, applies power to heat the respective system.
Electric power is supplied to the resistance type heaters inside all probes
and vanes. Selecting to the OFF position, removes all electrical power
from the pitot. The power sources for the pitot system are 115V AC bus
No.1, bus No.2, the transfer bus No.1, transfer bus No.2 for the switches
and 28V DC bus No.1, and bus No.2 & battery bus for the indicating
lights. Alternate static ports are not heated.
• The respective pilot’s or copilot’s pitot-static Heater probe (upper probes),

may be inoperative for dispatch providing the aircraft is only operated
during day VMC conditions and if the aircraft is not operated in visible,
known, and forecasted icing conditions. The appropriate static source
selector switch should be selected to the alternate static source. Refer
to your MEL.
• The respective No.1/No.2 auxiliary pitot-static probe heater may be inop-

erative for dispatch providing the corresponding auxiliary heater operates
normally and the aircraft is not operated in known or forecast icing condi-
tions. Refer to your MEL. The No.1 auxiliary pitot-static heater probe is
the right lower probe. The No.2 auxiliary pitot-static heater probe is the
left lower probe.
• When applying anti-icing fluids to the aircraft, procedures require the

selection of the pitot heat switch to OFF.

B737-200/300
Probe Heater Lights (300)
• The illumination of the amber probe heater lights indicates the respective
component is not heated. A probe heater light is provided for the alpha
vanes. The dual angle-airflow sensors are installed on the forward fuse-
lage. They provide angle-of-attack information to the stall warning sys-
tem, autothrottle, autopilot, and autoslats. They are anti-iced by indepen-
dent 115V AC heating elements, controlled by the pitot static heat
switches
Wing Anti-Ice Valve Open Light (200/300)
• The blue wing anti-ice valve open light has two levels of light intensity.
When illuminated a bright blue, indicates the corresponding wing anti-ice
control valve is in transit, or if not in transit, the position of the valve is in
disagreement to the position of the wing anti-ice switch or the electrical
connector is disconnected from the valve. The dim illumination of the
light indicates the corresponding wing anti-ice control valve is open
(switch in the ON position). With the light extinguished, the correspond-
ing wing anti-ice control valve is closed (switch is in the OFF position).
The Wing Anti-Ice Valve Open Light may be inoperative for dispatch
provided the valve operates normally before operating into known or fore-
casted icing conditions. Refer to your MEL.

B737-200/300
Wing Anti-Ice Switch (as installed) Picture Limitations
• The wing anti-ice switch is a two position switch (OFF-ON). When

selected to the OFF position, the wing anti-ice control valves will close
and the wing anti-ice valve open lights will be extinguished. Selecting the
switch to ON, the control valves will open. The wing anti-ice valve open
lights will illuminate bright and then a dim intensity when the valves are
fully opened.
• (Oral Topic) During the takeoff roll, with the switch ON, the air-ground
mode switch will cause the switch to trip OFF at lift-off. This function is
automatic, and requires no crew action.

B737-200/300
• During ground operations, the wing anti-ice switch may be selected ON,
providing the thrust on both engines is below the takeoff warning position,
and the temperature inside both distribution ducts is below the thermal
protection temperature limit of (1250C). The thrust setting and duct sen-
sor temperature logic are both bypassed during inflight operations.
• The wing anti-ice control valves are motor-operated using AC power.

Criteria for ground use is the same as for the use of engine anti-ice,
“BOTH ON” at the same time.
• (Oral Topic) The wing anti-ice system provides protection for the leading
edge slats by using bleed air ducted from the main pneumatic manifold.
Wing anti-ice protection does not include the leading edge flaps. Bleed
air flows through the wing distribution duct in the leading edge, through a
telescoping duct to each slat, and then exhausted overboard. This pro-
tection is effective with the slats in any setting. Prolonged operation in
icing conditions with the leading edge and trailing edge flaps extended is
not recommended. As a recommended procedure, limit trailing edge
retraction to the Flaps 15 position. After shutdown, perform a postflight
inspection for ice accumulation during the landing roll.
• Failure of the wing anti-ice valve in the OPEN position, with temperatures
above 100C TAT, requires the isolation valve to be closed. This action
prevents the isolation valve from opening when non-normal procedures
directs the selection of the affected engine bleed air switch to the OFF
position. By selecting the bleed air switch to OFF, unwanted wing anti-
ice operation will be prevented.
• The only one wing anti-ice valve may be inoperative for dispatch provided
the respective manifold is depressurized when outside air temperature is
above 500F, the respective engine bleed thrust limits are followed, and
the pressurization/air-conditioning requirements are followed when one or
both manifolds are depressurized. The reason for only one valve limita-
tion is due to the location of the wing anti-ice valve and to the require-
ment to provide sufficient air for engine starting with the valve failed in
the open position. Refer to your MEL.

B737-200/300
Wing Anti-Ice Switch (as installed) Picture Limitation
• (Oral Topic) The wing anti-ice switch is a three position, spring-loaded

switch (GRD TEST-OFF-ON). When selected to the OFF position, the
wing anti-ice control valves will close and the wing anti-ice valve open
lights will be extinguished. Selecting the switch to ON, the control valves
will open. The wing anti-ice valve open lights will illuminate bright and
then a dim intensity when the valves are fully opened. When selected to
the OFF position, the wing anti-ice control valves will close and the wing
anti-ice valve open lights will be extinguished. Selecting the switch to
ON, the control valves will open. The wing anti-ice valve open lights will
illuminate bright and then a dim intensity when the valves are fully
opened.
• (Oral Topic) Selecting the wing anti-ice switch to GRD TEST, opens wing
anti-ice control valves, only if the aircraft is on the ground. If duct
temperature exceeds 930C during the ground test, the wing anti-ice control
valves will close. The air-ground sensor prevents the wing anti-ice control
valves from operating on the ground except during ground test.

B737-200/300
Picture Limitation
• The wing anti-ice valve is located in each wing leading edge outboard of
the strut. The power source to operate the wing anti-ice valves is 115V
AC (motors) from the No.1 transfer bus. Control for the valve operation is
28V DC from the battery bus.
• The wing anti-ice valves may be inoperative for dispatch provided the
valve is manually closed for engine start, the respective manifold is
depressurized when outside air temperature is above 500F, the respective
engine bleed thrust limits are followed, and pressurization/air conditioning
requirements are followed when one or both manifolds are depressurized.
No wing anti-ice decrements are published for takeoff, therefore the en-
gine bleed for the affected manifold must be OFF for takeoff. Refer to
your MEL.
Cowl Valve Open Light (200)
• The blue cowl valve light has three modes of illumination. When illumi-
nated a bright blue, indicates the respective control valve is in transit, or
if not in transit, the position of the valve is in disagreement with the
position of the respective engine anti-ice switch. The illumination of the
light to that of a dim intensity indicates the respective control valve is
open (switch is in the ON position). Hot 13th. stage bleed air and
ambient air from the engine inlet is mixed and applied to the nose cowl lip
areas. Temperature is automatically regulated and controlled. With the
cowl valve open light extinguished, indicates the respective control valve
is closed (switch is on the OFF position).

B737-200/300
• One nose cowl anti-ice valve may be inoperative in the CLOSED position
for dispatch provided all remaining anti-ice valves operate normally and
the aircraft is not operated in known or forecasted icing conditions. Refer
to your MEL.
• One nose cowl anti-ice valve may be inoperative in the OPEN position for
dispatch provided various thrust limits are reduced by .03 EPR, enroute
climb weights are reduced, all remaining valves operate normally, operat-
ing temperatures for cowl valves are limited to 500F maximum ambient
temperatures, and further limitations as applied for -15 and -17 equipped
aircraft are followed as outlined in the MEL. Refer to your MEL.
• During flight operations, failure of the engine cowl valve may be indicated
by the bright illumination of the cowl valve open light. If total air tempera-
ture is above 100C , limit thrust of the affected engine to 80% N1 if
possible. With the engine cowl valve failed in the closed position, avoid
icing conditions if possible.
Left or Right Engine Anti-Ice Valve Light (200)
• The respective left or right blue engine anti-ice valve light has three
modes of illumination. A bright blue illumination, indicates the respective
control valve is in transit, or if not in transit, the position of the valve is in
disagreement with the position of the associated engine anti-ice switch.
The illumination of the light to that of a dim intensity indicates respective
control valve is opened. Eighth stage bleed air is applied to the engine
inlet guide vanes, nose dome areas, and to the Pt2 probe. With either
valve inoperative, adequate anti-icing capabilities are still available
through the opposite valve. With the cowl valve open light extinguished,
indicates the respective control valve is closed (switch is in the OFF
position).
• One of the four engine anti-ice valves may be inoperative in the CLOSED
position for dispatch provided all remaining anti-ice valves operate nor-
mally and the aircraft is not operated in known or forecasted icing condi-
tions. One of the four engine anti-ice valves may be inoperative in the
OPEN position for dispatch provided various thrust limits are reduced by
.03 EPR, enroute climb weights are reduced, all remaining valves operate
normally, and further limitations as applied for -15 and -17 equipped
aircraft are followed as outlined in the MEL.

B737-200/300
Engine Anti-Ice Switch (200) Schematic Picture
• The selection of the engine anti-ice switch to the ON position opens the
respective engine anti-ice valve and illuminates the cowl valve open light.
Observe a decrease on the engine’s EPR gauge when selecting this
switch. Movement of the switch to the OFF position, closes the valve
and the cowl valve open light extinguishes. The engine anti-ice system
may be operated on the ground and infight whenever icing conditions
exist, except during climb and cruise when the temperature is below -
400C SAT.
• Indications of ice accumulation on the fan blades at low thrust settings

may be seen as increased engine vibration levels. Ice may be shed at
high RPM settings. To clear an engine, advance the thrust lever to 70%
N1. If after one minute, the vibrations continue, consider possible engine
shutdown procedures. Many airline manuals have procedures to follow
with reference to fan blade icing and shedding techniques for engine ice
vibrations. During icing conditions, the following aircraft limitations apply:
a minimum of 40% N1 RPM with TAT temperatures between 00 and 100C;
55% N1 RPM with TAT temperatures below 00C, and with TAT tempera-
tures -6.50C, maintain 70% N1 RPM or higher. For descent planning,
55% N1 settings will increase distances by 25%. Do not operate engine
anti-ice when the TAT is above 100C.
• For operations on the ground while in icing conditions, it is recommended

that engine thrust be increased to 80% N1 for 15 seconds for every 10
minutes. Refer to performance corrections of +.03 and -.03 for bleed
OFF or anti-ice ON operations.
• Occasionally, examiners may inquire about the relation of the engine

bleed valve and the engine anti-ice system. Refer to the respective
engine pneumatic schematic, you will note that the engine anti-ice valves
are located upstream of the engine’s bleed valves. The position of the
engine bleed switch is of little significance with regards to the use of the
engine anti-ice system. The engine ant-ice switch for the (200) provides
no overtemperature or overpressure protection. This protection has been
provided on the (300).
Icing Conditions (200/300)
• Icing conditions exist when OAT is 100C or below during ground opera-

B737-200/300
Picture
tions, takeoff, initial climb or go-around, or; TAT temperature is 100C, or

below inflight and visible moisture in any form is present: such as clouds
or fog with visibility less than one mile, rain, snow, sleet, ice crystals,
etc., or when standing water, ice or snow is present on ramps, taxiways
or runways.
Left or Right Cowl Anti-Ice Light (300) Picture
• (Oral Topic) The illumination of the amber cowl anti-ice light indicates an
overpressure and/or over-temperature condition exists in the duct leading
from the cowl anti-ice valve to the cowl lip. The light illuminates at 65 psi
or 8250F. At 70 psi, the cowl valve should automatically close. This light
is accompanied by the illumination of the Master Caution lights and the
Anti-Ice System annunciator lights. Non-normal procedures calls for the
thrust reduction until the cowl anti-ice light extinguishes. One cowl anti-
ice light may be inoperative for dispatch provided proper valve operation
is checked prior to each departure. Refer to your MEL.
Left or Right Cowl Valve Light (300)
• The blue cowl valve light has three modes of illumination. Bright blue
illumination, indicates the respective control valve is in transit, or if not in
transit, the position of the valve is in disagreement with the position of
the respective engine anti-ice switch. Dim intensity illumination indicates
the respective control valve is open (switch is in the ON position). With
the cowl anti-ice valve in the open position, 5th and/or 9th stage bleed air
is being applied to the nose cowl lip areas. With the cowl valve open light
extinguished, indicates the respective control valve is closed (switch is in
the OFF position).

B737-200/300
• One nose cowl anti-ice valve may be inoperative in the CLOSED position
for dispatch provided the remaining anti-ice valve operates normally and
the aircraft is not operated in known or forecasted icing conditions. Refer
to your MEL. One nose cowl anti-ice valve may be inoperative in the
locked OPEN position for dispatch provided the 9th stage bleed air modu-
lating and shutoff valve is locked in the closed position, ambient tempera-
ture is below 1000F, minimum of 60% N1 is maintained on the associated
engine in icing conditions, various thrust limits are reduced by .08 % N1,
enroute climb weights are reduced, all remaining valves operate normally,
temperatures greater than 500F various thrust limits and performance
weights are reduced as specified in the MEL, and with temperatures less
than 500F, performance weights reflect engine anti-ice ON conditions.
Refer to your MEL.
• (Operational Note) With the valve light illuminated bright blue while on the
ground, ensure the APU bleed switch is positioned OFF. Then move the
thrust levers slightly (maximum of 30% N1), this may help to move the
valve to the proper position. APU bleed air backpressure may have
caused the closure of the 9th stage modulating and shutoff valve. There-
fore, causing insufficient bleed air for anti-icing and for proper valve
activation. Always follow your airline procedures.
Engine Anti-Ice Switch (300) Picture Limitations Schematic
• The selection of the engine anti-ice switch to the ON position opens the
respective engine cowl anti-ice valve and illuminates the cowl valve open
light. Movement of the switch to the OFF position, closes the valve and
the cowl valve open light extinguishes. The engine anti-ice system may
be operated on the ground and infight whenever icing conditions exist,
except during climb and cruise when the temperature is below -400C SAT.
The engine ant-ice switch for the (300) provides overtemperature or
overpressure protection. This protection has not been provided on the
(200).
• Indications of ice accumulation on the fan blades at low thrust settings

may be seen as increased engine vibration levels. On CFM56-3 engines,
engine vibrations levels may exceed full scale deflections prior to ice
dissipation. Ice may be dissipated by increasing and/or decreasing en-
gine settings. To clear an engine, slowly advance the thrust lever to 45%
N1 for approximately 5 seconds, then slowly increase power up to 80%
N1. If the vibrations continue, review your High Engine Vibration proce-
dures in your AFM.

B737-200/300
• Recommended procedures for inadvertent flight operations in moderate
icing conditions, require that engine thrust settings be increased to 80%
N1 at 15 minutes intervals. This will help clear ice from the engine
spinners and fan blades. During ground operations icing conditions,
increase thrust to as high a setting as practical (70% N1) for 30 seconds,
at intervals of not more than 30 minutes. Prior to takeoff or following
deicing, a static runup to 70% N1 for one minute, every 30 minutes is
recommended. Allows follow your airline procedures and AFM require-
ments.
• (Oral Topic) Occasionally, examiners may inquire about the relation of

the engine bleed valve and the engine anti-ice system. Refer to sche-
matic #1042, you will note that the engine anti-ice valves are located
downstream of the engines bleed valves. The position of the engine
bleed switch is of little significance with regards to the use of the engine
anti-ice system.

B737-200/300
Schematic
Ground Interconnect Switch (200)
• The selection of the ground interconnect switch to the OPEN position

allows system B pressure to be connected to system A for ground
functional checks. The ground interconnect valve will only open if the
parking brake is set and the airplane is the ground mode.
• (Oral Topic) A commonly asked oral topic concerns the position of the
parking brake lever and the ground interconnect switch. With the ground
interconnect switch in the OPEN position, releasing the parking brake
lever will automatically close the ground interconnect valve.
• The ground interconnect valve may be inoperative for dispatch providing

the valve is in the closed position. The electrical power to the valve must
be removed and the override lever must be placed in the closed position.
These procedures are normally accomplished by your maintenance per-
sonnel. Refer to your MEL.
Hydraulic Overheat Light - Electric Pump (200)
• The illumination of the amber overheat light indicates the hydraulic pump
and/or fluid used to cool and lubricate the respective electric motor driven
pump has overheated. Refer to the schematic section of this manual,
you will notice two sensors are used for this light . Either sensor will
illuminate the light. Non-normal procedures calls for the selection of the
affected pump switch to be selected OFF. Normal system pressure can
be maintained with single pump operation. Lights may be inoperative for
dispatch. Refer to your MEL.

B737-200/300
Hydraulic Pump Low Pressure Light (200) Picture
• The illumination of the hydraulic pump low pressure light indicates the
output pressure of the respective pump is low. The Master Caution lights
and the Hydraulic Annunciator light will also illuminate for low hydraulic
pressure. The engine driven low pressure warning circuit is wired to the
engine fire handle. When either fire handle is pulled, the fluid flow of the
associated engine driven pump is terminated and the low pressure light is
deactivated. Extended operation with no fluid to the engine driven pump
will cause damage to the pump because of lack of fluid cooling to the
internal parts of the windmilling action of the pump.
• (Oral Topic) A commonly asked oral topic is the location of the low
pressure sensors and the possibilities of a failed check valve. The low
pressure light sensor is located downstream of the pump. When select-
ing a pump ON, if you notice both low pressure lights are extinguished,
this may indicate a failed check valve on the opposite side of selected
pump.
• The hydraulic low pressure lights may be inoperative for dispatch provid-
ing the output of the respective pump is checked before each departure.
There is a procedure for the flight crew to follow to accomplish this
check. After starting the engine, ensure the respective “A” system hy-
draulic pump is activated. Verify that the system is pressurized. For “B”
system pressure lights, the engine does not have to be started. Select
the respective switch to the ON position and verify that the system is
pressurized. Refer to your MEL.
Engine Driven Pump Switch (200) Schematic
• (Oral Topic) The selection of the respective engine driven hydraulic

pump switch to the ON position de-energizes the blocking valve in pump
to allow pump pressure to enter the selected system. The pump switch
should remain ON at the end of the flight to prolong the life of the
solenoid. The selection of the switch to the OFF position energizes the
blocking valve to block the hydraulic pump output.
• The depressurization function of the engine driven hydraulic pump may

be inoperative on both pumps. Refer to your MEL.

B737-200/300
Electric Motor Pump Switch (200) Limitation Picture
• The selection of the B system electric pump switch to the ON position

provides power to the respective electric motor driven pump. Minimum
fuel for ground operations of “B” pumps is 1676 pounds in the No.2 wing
fuel tank. The hydraulic system B heat exchanger is located in the No.2
wing fuel tank and is larger than system A exchanger. The heat ex-
changer must be covered with a minimum of 1676 pounds of fuel for
normal operation.
Hydraulic System (200) Picture
• Hydraulic power is provided by

three independent sources; sys-
tem A, system B and the standby
system. System A pressure is
powered by two engine driven
pumps located on each engine.
System B pressure is provided
by two electrically driven hydraulic pumps. The standby system pressure
is provided by the standby electric driven hydraulic pump. Nominal
operating pressure for each hydraulic system is 3000 psi. Each hydraulic
system has a fluid reservoir located in the main wheel well area. The
reservoirs are pressurized by 13th. stage bleed air which is directed into
the system A reservoir. Fluid balance lines interconnect all reservoirs.
This provides a constant pressure to ensure positive fluid supply.
• System A hydraulic fluid flows from the reservoir through shutoff valves
controlled by the engine fire warning switches. Pulling a fire switch will
shut off the flow of fluid to the respective pump and deactivates the
hydraulic pump low pressure light. Engine windmilling will cause internal
pump damage after a short period of time. Do not confuse this action
with the selection of the "A" pump to the OFF position. Pump filtering
and cooling occurs when the pump has been selected to this position.
This provides cooling and lubrication for the internal parts of the hydraulic
pump. The system A heat exchanger is located in the No.1 main fuel
tank and must be covered with fuel for the operation of the pumps. Both
system A pumps are required for dispatch, only the depressurization
function may be inoperative. Refer to your MEL.
Schematic Schematic Picture Picture

B737-200/300
• System A hydraulic components consist of the following items:
a. Inboard Brakes g. Trailing Edge Flaps
b. Inbd Flight Spoilers h. Leading Edge Devices
c. Ground Spoilers i. Landing Gear
d. Ailerons j. Nose Wheel Steering
e. Elevators k. Thrust Reversers
f. Rudder l. Inbd Autobrakes (Analog)
• (Oral Topic) Hydraulic system B is connected to the system A reservoir
and the standby reservoir by balance lines. The purpose of the balance
lines is for servicing and pressurization of the hydraulic systems. The
hydraulic system B heat exchanger is located in the No.2 wing fuel tank
and is larger than system A exchanger. The heat exchanger must be
covered with a minimum of 1676 pounds of fuel for normal operation. The
two electric powered pumps have check valves that isolate each other.
• Only one of the two system B electric hydraulic pumps may be inopera-
tive for dispatch providing the pressure indicator and the thrust reversers
operates normally. Refer to your MEL.
• System B hydraulic components consist of the following items:

a. Outboard Brakes f. Yaw Damper
b. Outboard Flight Spoilers g. Autopilot
c. Ailerons h. Outbd Autobrakes (Analog)
d. Elevators i. Inbd/Outbd Autobrakes
e. Rudder (Digital)
• The standby hydraulic pump has been provided as a backup system to

system A and system B. The standby system is connected by a balance
line as described in the system B outline. Only one hydraulic pump
powers the standby system. The standby system may be activated
manually by the selection of either flight control switch to STBY or by the
selection of the alternate flaps master switch to ARM. Review the flight
control system description for further information pertaining to the standby
hydraulic system. The standby hydraulic pump must be operational for
• The standby hydraulic components consist of the following items:

a. Leading edge devices (extend function).
b. Thrust reversers.
c. Standby rudder.

B737-200/300
Hydraulic Overheat Light - Electric Pump (300)
• The illumination of the amber overheat light indicates the hydraulic pump
and/or fluid used to cool and lubricate the respective electric motor driven
pump has overheated. The overheat sensor is located in the case return
line and within the pump case. This sensor is set at 1040C for the
illumination of the overheat warning light. When internal temperatures
decrease below 740C, the light will be extinguished. (See section on
electric motor pump switch for further information concerning overheat
conditions and types of pumps installed). Non-normal procedures calls
for the selection of the affected pump switch to be selected OFF. Normal
system pressure can be maintained with single pump operation. Lights
may be inoperative for dispatch. Refer to your MEL.
Hydraulic Pump Low Pressure Light (300)
• The illumination of the hydraulic pump low pressure light indicates the
output pressure of the respective pump is low. The Master Caution lights
and the Hydraulic Annunciator light will also illuminate for low hydraulic
pressure. The engine driven low pressure warning circuit is wired to the
engine fire handle. When either fire handle is pulled, the fluid flow of the
associated engine driven pump is shutoff and the low pressure light is
deactivated. Extended operation with no fluid to the engine driven pump
will cause damage because of lack of fluid cooling of the internal parts of
the windmilling action of the pump.
Engine Driven Pump Switch (300)
• The selection of the respective engine driven hydraulic pump switch to

B737-200/300
the ON position deenergizes the blocking valve in pump to allow pump
pressure to enter the selected system. The pump switch should remain
ON at the end of the flight to prolong the life of the solenoid. The
selection of the switch to the OFF position energizes the blocking valve
to block the hydraulic pump output. The engine driven pump pressure is
compensated to maintain a nominal 3000 psi output at flow demands of
approximately 22.5 gpm. At about 7% N2 rpm, the system A and system
B engine driven hydraulic pump will begin to pressurize the respective
system.
• (Oral Topic) A commonly asked oral topic is the reference to electrical

power interruption and the output of the engine driven hydraulic pump.
The output of an engine driven pump is not effected by an interruption of
electrical power.
Electric Motor Pump Switch (300) Limitation Schematic
• The selection of the A system or B system electric pump switch to the

ON position provides power to the respective electric motor driven pump.
Minimum fuel for ground operations of both pumps is 1676 lbs in the
respective tank. Hydraulic system A heat exchanger is located in the
No.1 wing tank and the B system hydraulic heat exchanger is located in
the bottom of No.2 wing tank. The 3-phase, 115 VAC motor driven pump
provides a nominal 3000 psi output at flow demands of approximately 6.0
gpm. The power supply for System A electric pump is from bus No.2.
Power for system B electric pump is from bus No.1.
• There are two types of electric hydraulic pumps installed in most B737-
300 aircraft. They are either the Abex pump or the Vickers. The major
difference between the two pumps is the installation of a thermal switch
on the Vickers pump. During overheat conditions, the Vickers pump will
automatically terminate hydraulic operations, while the Abex pump will
not.
• For dispatch purposes, both electric hydraulic pumps must be operative.

Refer to your MEL.
Hydraulic System (300) Picture
• Hydraulic power is provided by three independent sources: System A,

system B, and the standby system. System A pressure is provided by

B737-200/300
Picture Schematic
engine No.1 pump and an electric pump powered by engine No.2 genera-
tor. System B pressure is provided by engine No.2 pump and electric
pump powered by engine No.1 generator. The standby system is used in
the event of loss of either system A or system B pressure. A hydraulic
shutoff valve, is installed in the supply line between the reservoir and the
engine driven pump. Pulling the fire switch shuts off the fluid flow to the
pump and deactivates the associated low pressure light.
• System A reservoir fluid quantities when indicating FULL is approximately

4.8 gallons. System B reservoir fluid quantities when indicating FULL is
approximately 7.2 gallons. Should a leak develop in the engine driven
pump or its associated lines (either in system A or system B), a
standpipe in the reservoir prevents a total system fluid loss. The major
difference between system A and system B is that the fluid level for
system A will indicate 1/4 full (1.8 gallons) and system B will indicate half
full (3.5 gallons). Sufficient fluid will be retained in the system B
reservoir for operation of the power transfer unit.
Schematic
• System A pressure is provided by engine No.1 pump and an electric

pump powered by engine No.2 generator. System A hydraulic fluid flows
from the reservoir, through the hydraulic shutoff valve and then to the
engine driven pump. Pulling a fire switch will terminate the flow of fluid to
the respective pump and deactivates the hydraulic pump low pressure
light. Engine windmilling will cause internal pump damage after a short
period of time. Do not confuse this action with the selection of the pump
to the OFF position. Pump filtering and cooling occurs when the pump
has been selected OFF.

B737-200/300
Picture
• (Oral Topic) System A heat exchanger is located in the No.1 main fuel
tank and must be covered with fuel for the operation of the pumps.
• System A hydraulic components consist of the following items:

a. Ailerons h. Ground Spoilers
b. Rudder i. Autopilot A
c. LH Thrust Reverser j. Landing Gear
d. Elevator k. Nose Wheel Steering
e. Elevator Feel l. Power Transfer Unit
f. Inboard Flight Spoilers
G. Alternate Brakes
Schematic
• Hydraulic System B uses two pumps, one is an engine powered pump

and the other an electrical motor pump. System B hydraulic fluid flows
from the reservoir, through the hydraulic shutoff valve and then to the
engine driven pump. Pulling the fire switch will shut off the flow of fluid to
the respective pump and deactivates the hydraulic pump low pressure
light. Engine windmilling will cause internal pump damage after a short
period of time. Do not confuse this action with the selection of the pump
to the OFF position. Pump filtering and cooling occurs when the pump
has been selected OFF. The system B heat exchanger is located in the
No.2 main fuel tank and must be covered with fuel for the operation of the
pumps.
• (Oral Topic) A commonly asked oral topic references the internal

standpipes located within the System B reservoir and the relationship to
possible leaks on the engine driven pump lines and the electric pump
lines. Hydraulic System B reservoir has two standpipes incorporated
within the unit. One standpipe line connects to the engine driven pump

B737-200/300
and the other to the electric motor pump. Should a leak develop within
the engine driven pump line, the system B quantity gauge indications will
decrease until the gauge indicates approximately half full (40% full on EFI
indicators). System B pressure will be maintained by the electric motor
and the remaining fluid within the reservoir below that standpipe level.
Should a leak develop within the electric pump line, system B pressure
and fluid will be lost. However, sufficient fluid will be retained within the
reservoir for the operation of the power transfer unit.
Picture
Schematic
• System B hydraulic components consist of the following items:

a. Ailerons g. Elevator feel computer.
b. Rudder h. Outbd flight spoilers .
c. RH thrust reverser. i. Normal brakes.
d. Leading edge flaps and j. Autopilot B.
slats. k. Trailing edge flaps.
e. Autoslats l. Alternate landing gear retraction.
f. Elevator
• The standby hydraulic system serves as a backup to system A or sys-

tem B hydraulic malfunctions. This variable displacement electric motor
driven pump supplies fluid to the using sub-systems upon demand. This
standby pump is activated manually by two means; the activation of
either flight control switch to its STBY RUD position, or the alternate flaps
master switch selected to ARM. Normal power source for the standby
hydraulic pump is from the No.1 generator bus. Alternate power is from
the No.2 generator bus.

B737-200/300
• (Oral Topic) The pump automatically switches ON and provides standby
system pressure to the rudder whenever a primary hydraulic system is
lost, the flaps are not up, the airplane is either in the air or on the ground
with wheel speed above 60 kts, and at least one flight control switch;
system A or B is ON.
Power Transfer Unit (300)
• (Oral Topic) The power transfer unit provides a backup source of hydrau-
lic power to operate the autoslats, should the system B engine driven
pump pressure drop below preset limits. system A pressure drives a
hydraulic motor, which in turn drives a pump, pressurizing system B fluid
from the reservoir to drive the autoslat system. For proper operation of
the power transfer unit, the flaps must not be in the UP position and the
aircraft must be airborne.
Hydraulic Malfunction: Loss of System A Pressure (200)
• System A hydraulic malfunctions may be indicated by a loss of pressure

or a loss of fluid. Crosscheck system A quantity. With quantities below
the 1.85 level, a possible hydraulic leak within the system may exist.
Loss of System A pressure is indicated by the System A pressure at
zero and the illumination of the following lights:
a. Master Caution lights.
b. FLT CONT & HYD Annunciator lights.
c. System A Low Pressure lights.
d. System A Flight Control Low Pressure light.
e. FEEL DIFF PRESS light (flaps up).
• (Oral Topic) Non-normal procedures requires the selection of the system

A flight control switch to the STBY RUD position. This will activate the
standby pump, which will power the rudder power control unit. The next
item on the checklist calls for the selection of the system A hydraulic
pumps switch to the OFF position. With the system A hydraulic pumps
selected OFF, you will lose the following items:
a. Ground spoilers .
b. Inboard flight spoilers.
c. Nose wheel steering.
d. Autopilot A.

B737-200/300
• With the loss of system A pressure, prepare for a Flaps 15 landing with
Vref+15. Give considerations for proper approach planning since manual
gear and alternate flap extension procedures are required. The thrust
reversers will be operational using standby pressure. Inboard brakes will
have accumulator pressure only.
Hydraulic Malfunction: Loss of System A Pressure (300)
• System A hydraulic malfunctions may be indicated by a loss of pressure

or a loss of fluid. Crosscheck system A quantity. With quantities below
normal levels, a possible hydraulic leak within the system may exist.
Loss of system A pressure is indicated by the system A pressure at zero
and the illumination of the following lights:
a. Master Caution.
c. System A Low Pressure light.
d. System A Flight Control Low Pressure light.
• Non-normal procedures requires the selection of the system A flt control

switch to the STBY RUD position. This will activate the standby pump,
which will power the rudder power control unit. The next item on the
checklist calls for the selection of the system A hydraulic pumps switch
to the OFF position. With the system A hydraulic pumps selected OFF,
you will lose the following items:
a. Ground spoilers.
b. Inboard flight spoilers.
c. Nose wheel steering (if alternate nose steering is not available).
d. Autopilot A.
e. Alternate brakes.
• Give considerations for proper approach planning since manual gear.

Alternate flap extension procedures are not required with this model. The
engine No.1 thrust reverser will be operational using standby pressure.
The normal brake system is powered by system B hydraulic pressure and
will be functioning normally.
Hydraulic Malfunction: Loss of System B Pressure (200)
• System B hydraulic malfunctions may be indicated by a loss of pressure

or a loss of fluid. The first indications of a System B hydraulic malfunc-
tion may be a drop in System A quantity to the 1.85 gallon mark.

B737-200/300
tion may be a drop in System A quantity to the 1.85 gallon mark.
Crosscheck system B low quantity light for illumination. With the illumi-
nation of the low quantity light, the fluid in the reservoir has dropped
below the half level (.65 gallons). Loss of system A pressure is indicated
by the system A pressure at zero and the illumination of the following
lights:
a. Master Caution lights
c. System B Low Pressure lights.
d. System B Flight Control Low Pressure light.
f. System B Low Quantity light.
• Non-normal procedures requires the selection of the System B flight

control switch to the STBY RUD position. This will activate the standby
pump, which will power the rudder power control unit. The next item on
the checklist calls for the selection of the System B hydraulic pumps
switch to the OFF position. With the System B hydraulic pumps selected
OFF, you will loose the following items:
a. Outboard flight spoilers.
b. Yaw damper.
c. Autobrakes.
d. Autopilot B.
• With the loss of system B pressure, there are no special approach

preparations or considerations for there are no abnormal flap or landing
gear conditions to deal with. The thrust reversers will be operational.
Outboard brakes will have accumulator pressure only. Autobakes should
be selected to the OFF position.
Hydraulic Malfunction: Loss of System B Pressure (300)
• System B hydraulic malfunctions may be indicated by a loss of pressure

or a loss of fluid. Crosscheck System B low quantity light for illumina-
tion. Loss of System B pressure is indicated by the System B pressure
at zero and the illumination of the following lights:
c. System B Low Pressure lights.
d. System B Flight Control Low Pressure light.
f. System B Low Quantity light.

B737-200/300
• Non-normal procedures requires the selection of the system B flight con-
trol switch to the STBY RUD position. This will activate the standby
pump, which will power the rudder power control unit. The next item on
the checklist calls for the selection of the system B hydraulic pumps
switch to the OFF position. With the system B hydraulic pumps selected
OFF, you will lose the following items:
a. Outboard flight spoilers.
b. Yaw damper.
c. Normal brakes.
d. Autopilot B.
• With the loss of system B pressure, prepare for a Flaps 15 landing with
Vref+15. Give considerations for proper approach planning since alter-
nate flap extension procedures are required with this model. The engine
No.2 thrust reverser and leading edge flaps/slats will be operational using
standby pressure. Trailing edge flaps have alternate electrical power.
The normal brake system is powered by system B hydraulic pressure,
and therefore will be inoperative. Alternate brakes will be functioning
normally.
Hydraulic Malfunction: Loss of Standby System (200)
• Standby hydraulic system malfunctions may be indicated by a loss of

pressure or a loss of fluid. Crosscheck the standby low quantity light or
the standby low pressure lights for illumination. Loss of the standby
system pressure is indicated by the illumination of the following lights:
b. FLT CONT Annunciator light.
c. Standby Low Pressure light.
d. Standby Low Quantity light.
• With the failure of hydraulic system A and the standby hydraulic system,
the thrust reversers and the leading edge devices will be inoperative.
Failure of system A, B, and the standby system will cause the loss of
rudder use. If the standby hydraulic system develops a leak, you will
observe system A quantity indicating 1.84 gallons and system B quantity
should be full. The balance line from system B reservoir is attached to
the top portion of the reservoir, therefore, the leak will be indicated by the
low quantity warning light and the lower than normal quantities on the
system A quantity gauge.

B737-200/300
Hydraulic Malfunction: Loss of Standby System (300)
• Standby hydraulic system malfunctions may be indicated by a loss of

pressure or a loss of fluid. Crosscheck the standby low quantity light or
the standby low pressure lights for illumination. Loss of the standby
system pressure is indicated by the illumination of the following lights:
b. FLT CONT Annunciator light.
c. Standby Low Pressure light.
d. Standby Low Quantity light.
• With the failure of hydraulic system B and the standby hydraulic system,
the capability of extending the leading edge devices by the use of the
alternate master switch will not be available. Failure of system A, B, and
the standby system will cause the loss of rudder use. Indications of a
leak within the standby system will be reflected in the illumination of the
low quantity light and the decreased fluid level in system B reservoir.
The system B fluid level will stabilize at approximately 64% full level.
Hydraulic Malfunction: Manual Reversion (200)
• The loss of both hydraulic systems (A & B) is known as manual rever-

sion. System A and B pressure will be at zero and will cause the
illumination of the following lights:
b. FLT CONT and HYD Annunciator lights.
c. System A & B LOW PRESSURE lights.
d. System A & B Flight Control Low Pressure lights.
• Non-normal procedures requires the selection of the system A and sys-

tem B flight control switches to the STBY RUD position. This will
activate the standby pump, which will power the rudder power control unit.
The next item on the checklist calls for the selection of the system A and
system B hydraulic pump switches to the OFF position. With both
system A and system B hydraulic pumps selected OFF, you will lose the
following items:
a. Ground spoilers.
b. Inbd and outbd flight spoilers.
c. Nose wheel steering.
d. Autopilots.
e. Autobrakes.
f. Yaw damper.

B737-200/300
• With the loss of system A and B pressure, prepare for a Flaps 15 landing
with Vref+15. Give considerations for proper approach planning since
manual gear and alternate flap extension are required. The thrust revers-
ers will be operational using standby pressure. Inboard and outboard
brakes will have accumulator pressure only.
• With the loss of both Hydraulic systems, the ailerons are controlled
manually. Bank angle should be limited to 200 degrees of bank. Fly large
landing patterns with a long straight-in approach. Keep thrust changes to
a minimum. Rapid thrust applications result in maximum nose up pitch
forces. Fly a normal landing profile, do not make a flat approach. On
touchdown, thrust reverser operation will be slow; apply steady brake
pressure, do not modulate the brakes. Do not attempt to taxi the aircraft,
nose wheel steering will be inoperative and you are limited by the capac-
ity of the brake accumulators for stopping.
Hydraulic Malfunction: Manual Reversion (300)
• The loss of both hydraulic systems (A & B) is known as manual rever-

sion. System A and B pressure will be at zero and will cause the
illumination of the following lights:
b. FLT CONT and HYD Annunciator lights.
c. System A & B LOW PRESSURE lights.
d. System A & B Flight Control Low Pressure lights.
• Non-normal procedures requires the selection of the system A and sys-

tem B flight control switches to the STBY RUD position. This will
activate the standby pump, which will power the rudder power control unit.
The next item on the checklist calls for the selection of the system A and
system B hydraulic pump switches to the OFF position. With both
system A and system B hydraulic pumps selected OFF, you will lose the
following items:
a. Ground spoilers. d. Autopilots.
b. Inbd-Outbd flight spoilers. e. Autobrakes.
c. Nose wheel steering. f. Yaw damper.
• With the loss of system A and B pressure, prepare for a Flaps 15 landing
with Vref+15. Give considerations for proper approach planning since
manual gear and alternate flap extension are required. The thrust revers-
ers will be operational using standby pressure. Normal braking is pro-
vided when the accumulator isolation valve opens, thus allowing several

B737-200/300
applications of braking pressure from the brake accumulator through the
normal brake lines.
• With the loss of both hydraulic systems, the ailerons are controlled manu-
ally. Bank angle should be limited to 200 degrees of bank. Fly large
landing circuits with a long straight-in approach. Keep thrust changes to
a minimum. Rapid thrust applications result in maximum nose up pitch
forces. Fly a normal landing profile, do not make a flat approach. On
touchdown, thrust reverser operation will be slow; apply steady brake
pressure, do not modulate the brakes. Do not attempt to taxi the aircraft,
nose wheel steering will be inoperative and you are limited by the capac-
ity of the brake accumulators for stopping.
Cockpit Voice Recorder (C.V.R.) (200/300)
• There are several different types of cockpit voice recorders installed, all
providing the same basic functions. The cockpit voice recorder uses four
independent channels to record cockpit audio on a 30 minute continuous-
loop tape. Recordings older than 30 minutes are automatically erased.
One channel records cockpit area conversations using the area micro-
phone. The other channels record individual audio selector panel output
(headset) audio and transmissions for the captain, first officer, and for the
first jumpseat observer. The cockpit voice recorder system may be
inoperative for dispatch providing repairs to the system are completed
within three flight days and the Flight Data Recorder (FDR) operates
normally. Refer to your MEL.
C.V.R. Area Microphone (200/300)
• The cockpit voice recorder area microphone is designed to receive cock-

pit area conversations anytime 115V AC is applied to the aircraft.

B737-200/300
C.V.R. Erase Switch (200/300)
• The cockpit voice recorder erase switch is operative only when the air-
craft is on the ground and the parking brake has been set. Selecting the
switch for more than 2-18 seconds (depending on type of recorder in-
stalled), all four channels are simultaneously erased.
C.V.R. Test Switch (200/300)
• The cockpit voice recorder test switch when selected for more than 5
seconds, initiates an operational check of all four channels. Observe the
monitor light or the monitor indicator (as installed) for proper operation.
For aircraft installed with the monitor indicator, observe two needle deflec-
tions of full scale movement into the green band for the 4 channels.
Partial deflection of the needle may indicate only a particular channel is
not functioning normally, contact your maintenance department.
C.V.R. Monitor Light (as installed)
• The illumination of the white cockpit voice recorder monitor light indicates
proper operation of the recorder. The light will illuminate twice during the
operational check, thus verifying proper operation of the cockpit voice
recorder.
C.V.R. Headset Jack (200/300)
• The cockpit voice recorder headset jack may be used with a headset to
monitor tone transmission during the operational test of the cockpit voice
recorder. The headset jack may also be used to monitor playback or
voice audio. The headset jack may also be labeled as HEADSET 600
OHMS.
C.V.R. Monitor Indicator (200/300)
• The cockpit voice recorder monitor indicator has been installed with a
pointer needle. The deflection of this needle confirms actual recording.
The erasure on all four channels may also be confirmed by observing the
indicator needle movement. During the operational test, the pointer rises
into the green band after a one second delay, indicating the test is in
progress.

B737-200/300 Limitation
Cabin Altimeter-Differential Pressure Indicator (200/300)
• The cabin altimeter-differential pressure indicator is located within the

cabin control panel. The indicator has two scales of pressurization refer-
ence. The inner scale indicates cabin altitude in feet. The outer scale
indicates differential pressure between cabin and ambient in psi. There is
also two types of controllers available, each displaying different psi/dif
values. To determine the type of controller display installed in your
aircraft, observe the location of the yellow arc. The yellow arc will be
located either at 7.5 psi/dif or 7.8 psi/dif.
• The cabin differential pressure indicator may be inoperative for dispatch

provided the cabin altitude indicator is operating normally and the use of
the cabin altitude-cabin differential chart is used to convert cabin altitude
to cabin differential pressure. Flight operations while unpressurized need
not follow the above mentioned procedures. Refer to your MEL.
Altitude Horn Cutout Switch (200/300)
• The altitude horn cutout switch is located within the cabin control panel.
Selecting the switch-button, silences the intermittent cabin altitude warn-
ing horn. The altitude warning horn sounds when the cabin reaches
10,000 feet altitude. The 28V DC power supply for the cabin altitude
warning circuit is provided from the battery bus.

B737-200/300
Cabin Altitude Warning System (200/300)
• (Oral Topic) The cabin altitude warning system provides aural warning
when the cabin altitude exceeds 10,000 feet above sea level. When the
cabin reaches 10,000 feet, a pressure switch closes, causing the warning
horn to sound. The pressure switch is located on the ceiling of the lower
nose compartment. The warning horn is located inside the center control
stand. It is the same horn used for the flight control and landing gear
warning systems.
Pressurization Limit Placard (200/300)
• The pressurization limit placard is located within the cabin control panel.
The placard displays the maximum cabin differential pressure limitation
for takeoff and landing (.125 psi).
• The limitation of .125 psi refers to the technique of preventing a pressure

bump during the takeoff. While taxing for takeoff, the FLT/GRD switch is
placed to FLT. This signals the cabin controller to partially close the
outflow valve to control the cabin pressure to .1 psid, thus holding the
cabin pressure at approximately 189 feet below runway. The outflow
valve will be near the closed position at rotation, therefore, preventing a
pressure bump at rotation.
Cabin Rate of Climb Indicator (200/300) Picture
• The cabin rate of climb indicator is located within the cabin control panel.
The indicator displays the cabin rate of climb or descent in feet per
minute. The indicator may be inoperative for dispatch provided the auto-
matic and standby pressurization systems are operating normally. Refer
to your MEL.
Auto Fail Light (200/300) Picture
• (Oral Topic) The illumination of the amber auto fail light provides a visual
warning that a failure has occurred within the automatic pressurization
portion of the pressurization control system. Pressurization control will
automatically transfer to the standby mode.

B737-200/300
• A successful auto mode transfer is indicated by the illumination of the
green STANDBY light. The STANDBY mode should be selected by the
pressurization mode selector prior to takeoff so the transfer does not
cause cabin pressure fluctuations. To extinguish the auto fail light,
position the mode selector to STBY.
• (Oral Topic) Any one of the following three items may cause the illumina-
tion of the auto fail light:
1. Loss of auto AC power. Failure of AC power supply to auto mode
circuits for more than 14.9 seconds. Low AC power supply may also
cause this type of failure.
2. Excessive rate of cabin pressure change (+/-1800 feet per minute).
3. High cabin altitude (13,875’).
Off Schedule Descent Light (200/300) Picture
• The illumination of the amber Off Schedule Descent light indicates the
aircraft has initiated a descent with the controller in the ascent schedule
mode and the aircraft has not reached within 0.25 psi of the selected
flight altitude placed in the FLT ALT controller. The .25 psi is approxi-
mately 1000' below set altitude. This commonly occurs when a lower
cruise altitude has been flown and the pressurization controller has been
originally setup for a higher cruise altitude. During initial descent, the Off
Schedule Descent light will illuminate. This warning circuit is disarmed
once the aircraft is within 0.25 psi standard air pressure of FLT ALT set.
The circuit does not become active again until after the aircraft lands.
• (Oral Topic) The purpose of Off Scheduled Descent mode is to warn the
crew if a descent is started before flight altitude is reached and the
controller circuits are not ready to establish a descent schedule for land-
ing at destination airport.
Pressurization Standby Light (200/300) Picture
• (Oral Topic) The illumination of the green standby light indicates the
pressure controller is operating in the standby mode. With the controller
operating in the standby mode, all control signals to the outflow valve are
directed to the DC actuator. Should the standby mode fail, the green
standby light will be extinguished, thus indicating the standby circuits are
no longer controlling the outflow valve. No automatic transfer to another
mode is available. The outflow valve will remain in the last position.

B737-200/300
Crew action is to select another mode of operation (MAN AC or MAN DC)
with the mode selector switch.
Pressurization Manual Light (200/300) Picture
• The illumination of the green manual light indicates the pressure controller
is operating in the manual mode. When the pressurization mode selector
is manually selected to either the AC or DC positions, the circuits are
armed in the control panel, controller, and the outflow valve.
Flight Altitude Indicator (200/300) Picture
• The flight altitude indicator is located within the AUTO section of the
pressurization control panel. The indicator displays the selected cruise
flight altitude. During preflight, the flight crew will set the flight plan
altitude for which the aircraft will use during cruise in the FLT ALT
controller. The pressurization controller will use this information to com-
pute the ascent schedule of flight and for establishing the cabin cruise
pressure for the remaining of the flight.
Flight Altitude Selector (200/300)
• The “PUSH and ROTATE” flight altitude selector is located on the AUTO
section of the pressurization control panel. The selector is used to set
the appropriate cruise flight altitude. The settings are from 0 to 40,000
feet in 100 foot increments
Landing Altitude Indicator (200/300)
• The landing altitude indicator is located on the AUTO section of the

pressurization control panel. The indicator displays the selected destina-
tion field elevation. During preflight, the flight crew will set the destination
field elevation for which the aircraft will use during the final phase of the
flight. The pressurization controller will use this information to compute
the descent schedule. This readout is capable of being set from -990’
(below S.L.) to 13,990’. The large diameter control sets to the nearest
1000‘. The small diameter control sets to the nearest 10’.

B737-200/300
Cabin Rate Selector (200/300) Picture
• The cabin rate selector is located within the STANDBY section of the
pressurization control panel. The selector is used to set the desired rate
for cabin pressure change. The index mark is normally known as the PIP
mark. The PIP reference mark equals a cabin altitude rate of change of
approximately 300 ft/min. The DECR mark reference equals a cabin
altitude rate of change of approximately 50 ft/min. The INCR reference
mark equals a cabin altitude rate of change of approximately 2000 ft/min.
Cabin Altitude Indicator (200/300)
• The cabin altitude indicator is located within the STANDBY section of the
pressurization control panel. The indicator is used to display the desired
cabin altitude during standby pressurization operations. During preflight,
the flight crew will set 200’ below runway elevation. After departure, the
crew will insert the cabin altitude required for cruise. A chart located
under the control panel has been provided to determine proper cabin
altitude/flight altitude. Prior to descent, the crew will insert again the
altitude of 200’ below destination field elevation.
Cabin Altitude Selector (200/300)
• The cabin altitude selector is located within the STANDBY section of the
pressurization control panel. The selector is used to select the desired
cabin altitude during standby pressurization operations. The large diam-
eter control sets 1000’ increments and the small diameter control sets 10’
increments.
Outflow Valve Position Indicator (200/300)
• The outflow valve position indicator is located on the MANUAL section of

the pressurization control panel and is used to indicate the position of
main cabin outflow valve. The valve position indicator operates in all
modes. The indicator circuit utilities 115V AC power for potentiometer
feedback voltage.

B737-200/300
Outflow Valve Switch (200/300) Picture
• The spring-loaded to center outflow valve switch is located within the

MANUAL section of the pressurization control panel. The switch is used
to control the position of main cabin outflow valve.
• (Oral Topic) In AUTO and STANDBY modes of operations, the outflow

valve switch is nonfunctional. Electrical power is made available to the
switch in MANUAL mode only. By selecting the switch to either the
CLOSED or OPEN positions, the outflow valve will move in the desired
direction until the switch is released. Failure of electrical power to either
the manual AC actuator or the manual DC actuator, the outflow valve will
remain in the last position.
Flight-Ground Switch (200/300)
• The flight-ground (FLT/GRD) switch is located within the bottom right

corner of the pressurization control panel. Selecting the switch to the
GRD position on the ground, drives the pressurization outflow valve full
open at a controlled rate and depressurizes the aircraft. After takeoff, the
previously mentioned function is inhibited, and begins to functions the
same as the FLT position mode. During preparation for departure, the
FLT/GRD switch is placed to FLT. This signals the cabin controller to
partially close the outflow valve to control the cabin pressure to .1 PSID.
This will hold the cabin pressure at approximately 189’ below runway.
The outflow valve will be near the closed position at rotation, therefore,
preventing a pressure bump at rotation. The FLT/GRD switch is used
only in AUTO or STBY modes.
Pressurization Mode Selector (200/300)
CHECK The CHECK position of the pressurization mode selector tests the
AUTO FAIL circuits by electronically actuating the circuit for an
excessive rate of change of cabin altitude. The AUTO FAIL and
STANDBY lights will illuminate.
AUTO The AUTO position of the pressurization mode selector is the nor-
mal selection for flight operations. All settings are made during
preflight and system operations are automatic for all flight phases.
This mode uses the AC motor for control of the main outflow valve.
Aircraft altitude is sensed directly from the static ports. The baro-

B737-200/300
Picture metric correction for these pressures comes from the Captain’s
altimeter. The AUTO mode of operation has 5 phases of pressur-
ization events: ground unpressurized, ground pressurized, ascent,
cruise, and descent.
STBY The STBY position of the pressurization mode selector is used as

an alternate mode of operation that bypasses the AUTO mode of
the pressurization controller. Cabin altitude setting must be made
for each phase of flight. The STBY mode uses the DC motor for
control of the main outflow valve. Aircraft altitude is sensed di-
rectly from the air data computer (ADC). The barometric correction
for these pressures comes from the First Officer’s altimeter.
AC MAN The AC MAN position of the pressurization mode selector is used

to manually control the position of the outflow valve. This is
accomplished by using the outflow valve switch, that directly con-
trols the AC actuator. Electrical power is made available to the
outflow valve switch in MANUAL mode only. The pressure control-
ler receives electrical power for AC MAN operations from the 115V
AC transfer bus.
DC MAN The DC MAN position of the pressurization mode selector is used

to manually control the position of the outflow valve. This is
accomplished by using the outflow valve switch, that directly con-
trols the DC actuator. Electrical power is made available to the
outflow valve switch in MANUAL mode only. All auto and standby
circuits are bypassed. The pressure controller receives electrical
power for DC MAN operations from the 28V DC standby bus.
Note: The automatic or standby modes of operation may be inoperative for

dispatch provided the AC MAN and DC MAN actuators are operating
normally. This must be verified before flight that both actuators are
operational by observing the outflow valve indicator for full movement
to the open and closed positions. All modes of pressurization may be
inoperative for unpressurized flight provided the outflow valve remains
open and extended operations over water are prohibited. Refer to your
MEL.

B737-200/300
Auto Mode Flight Profile (200/300) Schematic
• The auto mode flight profile provides the means of controlling cabin
pressure automatically from settings selected prior to the start of the
flight. By selecting the appropriate flight altitude and destination field
elevation, the controller will automatically establish the correct cabin
pressure for climb, cruise and descent.
• Auto pressurization procedures:

1. Prior to start of flight:
a. AUTO mode selected.
b. Flight altitude set in FLT ALT readout.
c. Destination elevation set in LAND ALT readout.
d. Set -200’ below destination field altitude in CAB ALT.
e. After engine start, place FLT/GRD to FLT position.
2. After Landing:
a. Set the FLT/GRD switch to GRD.
• By placing the FLT/GRD switch to FLT, the outflow valve is driven by the
controller to maintain cabin pressure at approximately 189’ below the
runway. After takeoff, the ascent schedule is controlled to maintain
proportional changes from 189’ below departure elevation to the cruise
altitude set. When the airplane reaches cruise altitude, the controller
changes from the ascent schedule to an isobaric schedule. An isobaric
schedule is a constant pressure schedule based on the above mentioned
PSID. Maximum climb rate is 500 fpm, maximum descent rate is 350
fpm (AUTO Mode). The dual differential pressure control system controls
cabin differential pressure at 7.5 psi for flights below 28,000’ and at 7.8
psi for flights above 28,000’.
• At the beginning of the descent phase, the controller switches from

isobaric to a descent schedule. The cabin descends to an altitude
approximately 300’ below the LAND ALT set. The reason for the 300‘
(0.15 psid) is to ensure that the outflow valve is closed to avoid a
pressure bump on landing. On landing, the ground sensing relay signals
to the controller and the cabin pressure (via the outflow valve) to bring the
cabin back to 189’ below the runway. As the plane taxis, the crew
changes the FLT/GRD switch to GRD, the controller signals the outflow
to open fully, bringing the cabin altitude to a field elevation.

B737-200/300
Standby Mode Flight Profile (200/300)
• The standby pressurization mode was designed as a backup in case of a

failure to the automatic pressurization mode. The automatic transfer
feature from the auto mode to the standby mode has been provided in
case of that failure. The standby mode provides the means of controlling
cabin pressure with the manual insertion of cabin altitude settings for
each phase of flight. At the beginning of the flight, the controller is
selected to the STANDBY mode. This arms the controller standby cir-
cuits, thus directing all control signals to the DC actuator of the outflow
valve. The STANDBY light will illuminate, indicating that the controller
circuits are armed. In the case of a STANDBY mode failure, there is no
automatic transfer to the MANUAL mode of operations. If the STANDBY
green light extinguishes, the standby circuits are no longer controlling the
outflow valve. The outflow valve will remain in the last position selected.
• Standby pressurization procedures:

1. Prior to start of flight:
a. Select STANDBY mode (green light illuminates).
b. Set PIP mark on the CABIN RATE control.
c. Set -200’ field elevation on CABIN ALT readout.
d. After engine start, place FLT/GRD to FLT position.
2. After T/O:
a. Select the setting from the placard and place in CABIN ALT .
3. Top of Descent:
a. Set -200’ below destination.
4. After Landing:
a. Set the FLT/GRD switch to GRD.
• A placard located under the pressurization control panel, has been pro-
vided that displays proper cabin altitude vs. flight altitude information.
The index mark (PIP mark) located on the CABIN RATE control, sets the
desired rate of change to approximately 300 ft/min. The minimum/maxi-
mum rate of ascent and descent of the cabin rate controller is 50' to 2000'
respectively. The desired cabin schedule is maintained by the maximum
differential limiting circuit. This circuit compares ambient pressure to the
desired cabin pressure and limits the cabin pressure signal to a maximum
of 7.9 psi differential, at a flight altitude of 28,000 feet or higher. Cabin
altitude in excess of 14,625 feet, a circuit in the controller drives the
outflow valve to full closed.

B737-200/300
Manual Mode Flight Profile (200/300)
• The manual pressurization mode provides the means of manually control-

ling the cabin pressure by the position of the outflow valve. Manual
control of the valve is accomplished by the AC or DC actuator located on
either end of the outflow valve unit. By selecting either AC or DC
positions on the pressurization mode selector, the respective AC or DC
control circuits will be armed. The source of electrical power for AC
mode of operation comes from the No.2 AC transfer bus. Power source
for the DC mode of operation is from the DC standby bus. The illumina-
tion of the green MANUAL light indicates the controller is in the manual
mode of operation.
• Caution should be used when selecting manual AC or DC on the mode

selector. The outflow valve will have an immediate response by the
positioning of this switch. Valve gate rotation (full movement) is approxi-
mately 4 seconds using the AC actuator and is approximately 8 seconds
using the DC actuator. Full rotation is 85 degrees of movement from
stop-to-stop in either mode.

B737-200/300
Pressurization System Description (200/300)
• (Oral Topic) The airplane is pressurized by bleed air, supplied to and

distributed by the air conditioning system. Pressurization and ventilation
are controlled by varying the opening of the outflow valves. A propor-
tional relationship is maintained between ambient and cabin pressure in
the climb or the descent, and maximum differential is maintained during
cruise.
Pressure Relief Valves (200/300) Picture Limitation
• Two pressure relief valves provide maximum safety pressure relief. The
pressure relief valves limit the differential pressure to a maximum of 8.65
psi. The pressure relief valves are located one on each side of the aft
outflow valve, near the tail of the aircraft. The valves are actuated by air
pressure. They are independent of the pressurization control system and
from each other.
Negative Relief Door (200/300)
• A negative relief (vacuum relief) door provides negative pressure relief.

The door modulates open to outside air pressure differential of -1.0 psi.
The negative relief valve is located in the fuselage skin on the right side
below and forward of the aft service door (below the cabin floor level).
Main Outflow Valve (200/300) Picture Schematic
• The main outflow valve is located in the aft section of the pressure
bulkhead. The valve consists of a aluminum rotating gate within a
rectangular frame. The AC/DC actuators are mounted on each end of the
frame with only one actuator operating at any one time. The main outflow
valve has a heating element installed that will maintain a temperature
above 320F when the outflow temperature is below 400F and deactivate
when the outflow temperatures is above 700F. Overheat protection has
been provided to protect the outflow valve should temperatures exceed
1650F.
• When operating in AUTO or STANDBY, should the cabin pressure exceed

14,625 feet, an aneroid switch in the pressurization controller will close
thus energizing the K3007 relay that drives the DC actuator of the outflow
valve to the full closed position.

B737-200/300
• The main outflow valve’s AC or DC actuator may be inoperative for
dispatch provided the aircraft is used for pressurized cargo operations
only, and that the aircraft must be depressurized before landing. The AC
and DC actuators may be inoperative for unpressurized flights provided
the outflow valve is selected to the open position. Extended overwater
operations are prohibited. Further limitations and procedures are listed in
your MEL for operations with an inoperative main outflow valve. Refer to
your MEL.
Picture
Forward Outflow Valve (200)
• The forward outflow valve is located on the left side of the E/E compart-
ment. Air is drawn from the equipment cooling system and is exhausted
overboard. The valve is driven by an AC motor to either the open or
closed positions. The forward outflow valve does not modulate. When
the main outflow valve is more than 30 opened, the forward outflow valve
will open. When the main outflow valve is within half degree of being
closed, the forward valve will close.

B737-200/300
• The forward outflow valve is located on the left side of the E/E compart-
ment (aft of the L1 door). Air is drawn from the equipment cooling
system and is exhausted overboard. The valve is driven by an AC motor
to either the open or closed positions. The forward outflow valve does
not modulate. This valve closes automatically to assist in maintaining
cabin pressure when the main outflow valve is almost closed. When the
main outflow valve is more than 30 opened and with the recirculation fan
off, the forward outflow valve will open. When the main outflow valve is
within half degree of being closed or with the recirculation fan on, the
forward valve will close.
Flow Control Valve (200/300)
• (Oral Topic) The flow control valve controls the exhaust vented from the
electronic equipment compartment during ground operations, pressurized
flight, and pressurized flight below a cabin differential pressure of 2.5 psi.
When the valve is closed, the air is then routed forward to the forward
cargo compartment liner for inflight heating. The flow control valve is
located toward the forward bottom of the FWD Cargo compartment.
Pressurization System Tests (200/300)
• The following pressurization system tests are designed to check the

operation of the auto, standby, and manual modes of the pressurization
system. All system tests are performed with the air condition pack
switches in the OFF position.
Auto Mode Test (200/300)
• The objective of the auto mode test is to simulate a high rate of pressure
change that provides an opportunity for the pressure rate detector to
detect an abnormal condition. This simulation will cause the pressuriza-
tion controller to automatically switch to the standby mode. To accom-
plish this procedure, the pressurization mode selector is placed to the
AUTO position. Move the FLT/GRD switch to GRD position. Ensure the
cabin altitude indicator is selected to 500’. above field elevation and the
cabin rate selector is on the INDEX mark. Mode lights are extinguished
and the outflow valve is in the open position. Set the FLT /GRD switch to
the FLT position and observe the outflow valve indicator has displayed

B737-200/300
the closure of the valve following a 10 second movement delay. Observe
the following:
1. The AUTO FAIL light illumination.
2. The standby light illumination.
3. Check the outflow valve has moved towards the closed position.
Standby Mode Test (200/300)
• The objective of the standby mode test is to ensure the opening and
closing of the outflow valve when selecting cabin altitudes above and
below the current field altitude. To accomplish this procedure, set the
cabin altitude indicator to 500’ feet below field elevation. Observe the
outflow valve’s movement towards the closed position. Select the FLT/
GRD switch to the GRD position and observe the AUTO FAIL &
STANDBY lights are extinguished and observe the outflow’s valve move-
ment towards the open position. Select the FLT/GRD switch to the FLT
position and ensure the system stays in the AUTO mode. The outflow
valve position indicator will gradually move towards the closed position.
Manual Mode Test (200/300)
• The objective of the manual mode test is to check, by slewing, the

movement of the outflow valve via the manual process. This test must
be run immediately after the auto and standby checks have been com-
pleted. If the initial check inputs have cleared the test circuit (after 30
seconds) the AUTO FAIL and STANDBY lights will not illuminate. To
initiate the system check, place the pressurization mode selector to
AUTO and observe the illumination of the AUTO FAIL & STANDBY
lights. Place the pressurization mode selector to MAN AC and observe
the AUTO FAIL & STANDBY lights are extinguished. After the illumina-
tion of the MANUAL light, check the movement of the outflow valve in
both directions by using the outflow valve switch. Place the pressuriza-
tion mode selector to MAN DC and observe the AUTO FAIL &
STANDBY lights are extinguished. After the illumination of the MANUAL
light, check the movement of the outflow valve in both directions by using
the outflow valve switch. To complete the test, select the FLT/GRD
Switch to GRD and the pressurization mode selector to AUTO; observe if
the MANUAL light has extinguished and the outflow valve has moved to
the OPEN position.

B737-200/300
Pressurization Limitations (200/300)
• Maximum differential pressure: 8.65 psi

• Operating differential pressure: 7.5 +/- .1 psi (35,000' controller)
7.8 +/- .1 psi (37,000' controller)
• Maximum cabin differential pressure
for takeoff and landing: .125 psi
Differences - Air Conditioning & Pneumatics (200/300)

B737-200 B737-300
• Uses 8th/13th stage air. • Uses 5th. & 9th. stage air.
• Bleed valve electrical on/off. • Bleed Valve Elec/Pneu PRSOV
• 13th stage modulation/shutoff. • High stage valve (9th stage).
• RH side 8th/13th pre-cooled. • All bleed air is precooled.
• Air cleaners within system. • No air cleaners in system.
• Purge valve within system. • No purge valve in system.
• Pack valve two rates of flow. • Pack valve has 3 flow rates.
• Compressor overheat 3650F. • Compressor overhaet 3900F.
• Separator water dump overbd. • Water into heat exchanger.
• Gasper fan system. • Recirulation fan system.
• Hyd/water pressure - engine. • Water pressure - pneumatic.
Air Conditioning & Pneumatic Sensors Locations (200/300)
Sensor 200 300 Function

Duct limit sensor. 1400F 1400F Limit auto control.
Water separator. 350F 350F Limit cold temperature.
Ram air temp. 2300F 2300F Control ram air.
Pass. cabin temp. 35-2000F 35-2000F Info to air temp. indicator.
Supply duct temp. 35-2000F 35-2000F Info to air temp. indicator.
Bleed valve overheat 4900F 4900F Bleed trip.
Turbine inlet. 2100F 2100F Pack trip.
Compressor discharge. 3650F 3900F Pack trip.
Duct overheat. 1900F 1900F Duct overheat.
Duct overheat. 2500F 2500F Pack trip.
Bleed Air Differences (200/300)
• (200) 8th.=60 psi, 4200C, 13th.=186 psi, 6420C

(300) 5th.=150 psi, 7500C, 9th.=400 psi, 11000C

B737-200/300
Digital Cabin Pressure Control System (300/400)
• New aircraft are being equipped with a new digital cabin pressure control
system. The new system has been designed with liquid crystal displays,
dual automatic control channels, dual gate outflow valve, dual 28V DC
motors for automatic modes, and a single 28V DC motor for manual
mode. The baro pressure source for the new system is provided by the
air data computers.
• The digital pressure control system has been designed without a standby
mode. The standby mode has been completely eliminated. In it’s place,
a second automatic control channel has been added. The traditional
manual modes, AC & DC modes, has been replaced with a single manual
control mode. The manual slew rate has been reduced to provide more
control of pressure changes during manual operations.

B737-200/300
Auto Fail Light (300/400)
• The amber auto fail caution light indicates a fault has occurred within the
digital cabin pressure system. One or both of the automatic control
channels may inoperative.
Off Scheduled Descent Light (300/400)
• The illumination of the amber off schedule descent light indicates the
aircraft has initiated a descent with the controller in the ascent schedule
mode and the aircraft has not reached within 0.25 psi of the selected
flight altitude placed in the FLT ALT controller. The .25 psi is approxi-
mately 1000' below set altitude.
ALTN Light (300/400)
• The illumination of the green alternate mode light indicates one of the two
automatic control channels is no longer operative. While the system is
operating in the alternate mode, procedures and system functions remain
the same as if operating in the auto mode.
Manual Mode (300/400)
• The primary purpose of the manual mode of pressurization control is to

provide the crew with direct control of the outflow valve. This is accom-
plished by the use of a toggle switch, located on the control panel.
Control of the outflow valve is provided by a single 28V DC motor.
Pneumatic Ground Cart (200/300) Limitation
• The external pneumatic ground cart can be directly connected to the

bleed manifold. The connection point is located on the right side of the
isolation valve. Normal operating procedures requires the battery switch
to be selected ON. This provides power to various protective sensors
and circuits within the pneumatic system. The pneumatic ground cart
can be used to operate both air conditioning packs, providing that the
ground cart can maintain a minimum 20-25 psi. For extra cooling, operate
the left pack using the APU bleed source and the right pack using the
external pneumatic source. The isolation valve should be placed to
CLOSED. This technique can also be used when a limited amount of
external pressure is available.

B737-200/300
Air Temperature Source Selector (200/300)
• The two position air temperature source selector is located on the top
center of the temperature control panel. By selecting the supply duct
position, the temperature sensed from the main distribution supply duct
will be displayed on the temperature indicator. Selecting the passenger
cabin position, temperature sensed in the forward cabin ceiling area will
be displayed on the temperature indicator. The supply duct indicator may
be inoperative for dispatch provided both duct overheat warning systems
are functional. Refer to your MEL.
Air Mix Valve Indicator (200/300)
• The air mix valve indicators are located on the temperature control panel.
The indicators provide a visual reference of the position of the air mix
valves. The design purpose of the air mix valve is to control the pack
output temperature by directing airflow through the pack and around the
pack to the air mixing chamber.

B737-200/300
Air Mix Valves (200/300)
• Each pack has two air mix valves that controls the hot and cold air which
is used to meet the selected temperature requirements. Both valves are
connected by a common shaft, with each valve plate offset by 900 de-
grees. This 900 degrees offset causes each valve opening and closing to
be the opposite of each other. The air mix valves can be controlled either
automatically or manually by using the passenger cabin temperature se-
lector in the AUTO mode or in the MANUAL mode.
• The physical location of the air mix valves are inboard of the secondary
heat exchanger. The air mix valves may be inoperative for the respective
inoperative pack providing operational limitations for the inoperative pack
are followed. Refer to your MEL for further details.
• (Oral Topic) There are three ways the air mix valves drive to the full cold
position:
1. Duct overheat.
2. Pack trip-off.
3. Selection of the pack switch to the OFF position.
Duct Overheat Light (200/300) Picture
• (Oral Topic) The illumination of the amber duct overheat light indicates
an overheat condition exists within the passenger cabin duct. Upon
sensing the overheat condition, the temperature mix valves will drive to
full cold.
• Two thermal sensors are used to provide warning and detection of these
duct overheats. The 880C cabin duct sensor is used in the temperature
control system and the 1210C cabin duct sensor is used in the pack trim
system. Should the duct temperature exceed 88 0C, air mix valves will
move to the full cold position. Moving the temperature selector to a
cooler temperature will prevent the mixing valves from programming back
to an overheat condition. Use the TRIP RESET switch to reset the
system as soon as the duct cools.
• The 1210C has been provided as a backup sensor, and will trip the pack
should the cabin duct temperatures exceed the preset limits. The duct
overheat warning lights may be inoperative for dispatch provided the
supply duct temperature indicators operate normally.

B737-200/300
Passenger Cabin Temperature Selector (200/300) Picture
• The passenger cabin temperature selector can be selected for use in the
automatic or manual mode of operation. When placed to AUTO, the
automatic temperature regulator controls passenger cabin temperature as
selected. The temperature sensor is located in the cabin ceiling and the
associated regulator is located in the electronic equipment bay.
• The selection of the MANUAL mode, provides direct control of the air mix
valves by the flight crew. The temperature control system has a topping
circuit of 600C. The purpose of this topping circuit is to prevent possible
pack trip-offs.
• The MEL describes procedures to check the operation of the manual and
automatic modes of the temperature control system. To check the
proper operation of the automatic mode is accomplished by selecting a
warmer then a colder temperature, and observe that the air mix valve
indicator moves towards HOT and then COLD.
• Checking the proper operation of the manual mode is accomplished by

momentarily selecting WARM and then COLD and observing mix valve
indicator move toward HOT and then COLD. The indicator should stay in
the last position when the selector is released when performing the
manual check. These checks can be used for both the passenger and
flight deck systems.
• The manual or automatic mode of the passenger cabin control tempera-

ture system or the flight deck temperature control system may be inop-
erative for dispatch if the respective pack is operational. If both modes
are inoperative, the respective pack should not be used. Observe pack
inoperative limitations. Refer to your MEL.

B737-200/300
Gasper Fan Switch (200) Schematic Limitation
• (Oral Topic) The gasper fan switch controls the gasper fan which is used
to increase the airflow to the individual gasper air outlets. The gasper air
system uses cold air tapped off the supply line from the right pack that
leads to the mixing chamber. The gasper fan is a 115V AC, 3-phase,
motor-operated fan that is contained in the right side of the air condition-
ing distribution bay. Overheat protection is provided by the circuit
breaker system and internal thermal protectors contained within the fan
motor. The gasper fan may be inoperative for dispatch with no limitations
applied. Refer to your MEL.
• (Oral Topic) The gasper fan system normally is supplied air from the
right air conditioning pack. With an inoperative right pack, conditioned air
from the supply duct can still flow through the gasper air system.

B737-200/300
Recirculation Fan Switch (300)
• (Oral Topic) The two position recirculation fan switch (OFF/AUTO) con-
trols a 1.5 hp, 115V AC fan motor. The recirculation fan draws cabin air
into the main distribution manifold and recirculates that air at a rate of 830
cubic feet per minute. When selected to the AUTO position, the recircu-
lation fan will operate, except when both packs are operating and one or
both pack switches are selected to the HIGH position.
• (Oral Topic) The air for the recirculation system comes from three
sources:
1. Exhaust air from the main cabin.
2. Electrical equipment bay return airflow (collected in the overhead
shroud of the forward cargo compartment).
3. Condition airflow from the left or right pack.

B737-200/300
• (Operational Note) During hot weather operations, it is advisable to select

the recirculation fan switch to the OFF position. This will help reduce the
amount of warm air coming from the E/E compartment and recirculated
back into the main cabin.
• The recirculation fan may be inoperative for dispatch provided the left
pack is operating when outside air temperature is above 1000F. The
purpose for this limitation is to ensure adequate equipment cooling with
high outside temperatures. With the fan inoperative, position the fan
switch to the OFF position. Refer to your MEL.
Wing-Body Overheat Test Switch (200/300)
• A wing-body overheat condition is normally caused by a bleed air duct

leak. The wing-body overheat test switch has been provided to test the
wing-body overheat detector circuits. Pressing the test switch will cause
both WING-BODY OVERHEAT lights to illuminate, indicating the system
is operating normally. There are 6 primary sensors (8 sensors on the
300) located throughout the wing and body segments. Each sensor is
preset for 2550F limits. Depending on aircraft model, the test may take
as long as 10 seconds to accomplish a complete self test.

B737-200/300
• With the illumination of the wing-body overheat light, non-normal
procedures calls for the closure of the isolation valve switch. This will
prevent the isolation valve from opening when the affected side engine
bleed switch is selected OFF. Depending on which light is illuminated
(left or right), the checklist will guide you to isolate the bleed source
supplying the hot air.
• For a left wing-body overheat light illumination, select the APU bleed air
switch to the OFF position. This will stop the APU bleed air flow from
entering the left side of the pneumatic ducting. Should the light still
remain illuminated, the leak is in the APU compartment, therefore, select
the APU switch to the OFF position. Refer to your non-normal checklist.
• A bleed air leak or rupture is a serious condition. Bleed air is routed

through the aircraft under high pressure and temperatures. This air is
directed through stainless steel manifolds in the strut to the duct in the
leading edge of the wing. A titanium duct runs from the APU along the
left side of the aft cargo compartment, then inside the keel beam through
the wheel well and air conditioning bay where it joins the crossover duct
to the left side of the isolation valve. Therefore, treat this non-normal
with respect.
• The aircraft may be dispatched with an inoperative left wing-body over-

heat detector provided the right pack and engine bleed is used for pres-
surization only. The use of the APU is prohibited except for engine
starting. This includes using the APU for electrical power source. The
isolation valve and left engine bleed valve must remain closed for all
operations except engine starting. The aircraft must not be operated in
known or forecasted icing conditions. With the left pack not operational,
flights must remain below FL 250. Refer to your MEL for operational
details.
• The aircraft may be dispatched with an inoperative right wing-body over-

heat detector provided the left pack, left engine bleed, and APU bleed air
is used for pressurization only. The isolation valve and right engine bleed
valve must remain closed for all operations except engine starting. The
aircraft must not be operated in known or forecasted icing conditions.
With the left pack not operational, flights must remain below FL 250.
Refer to your MEL for operational details.

B737-200/300
Dual Bleed Light (200/300)
• The purpose of the dual bleed warning light is to alert the crew of the
potential that one of the engine bleed switches and the APU bleed switch
are in positions that could result in excessive bleed pressurizing the duct
simultaneously. This condition could cause back pressure to the APU.
The illumination of this amber light indicates one of the following condition
may exist:
1. APU bleed air valve is OPEN and the No.1 bleed switch is ON.
2. The No.2 engine bleed switch is ON, the APU bleed air valve and
isolation valve are OPEN.
• (Oral Topic) The illumination of this light pertains to the position of the
bleed switches and the APU bleed switch with reference to excessive
bleed pressure. This excessive bleed pressure may also exists if exter-
nal bleed air is being used and if the isolation valve is selected open.
With this configuration, the dual bleed light will not illuminate. The dual
bleed light is like a circuit, to complete the circuit various switches must
be certain positions. This is in reference to the engine bleed switches
and the opening of the APU bleed valve. Electrical power for this circuit
is provided by the 28V DC battery bus.
• The dual bleed light system may be inoperative for dispatch provided the
APU bleed air is not used during flight operations and the bleed valve is
closed before each departure. Refer to your MEL for procedures that are
used to verify the closure of the APU bleed valve.
Ram Door Full Open Light (200/300) Picture Oral Info
• The illumination of the blue ram door full open light indicates the ram door
is in the full open position. The purpose of the ram air system is to
automatically control the outside airflow to the heat exchangers so that
the cooling packs maintain a constant operating temperature. A 2300F
sensor located in the ACM compressor discharge duct signals the ram air
controller to control the airflow through the heat exchanger system by
modulating the mechanically linked ram door and exit louvers. This
operation is automatic. (Oral Topic) During ground operations or during
flight with the flaps extended, the ram air door will position itself to the full
open position for maximum cooling. (Oral Topic) During flight operations
(flaps retracted), the ram air door will modulate between normal open and
normal closed positions. During high ACM temperature conditions (tem-
peratures exceeding 2300F), the ram air door will automatically open.

B737-200/300
• The pack ram air system may be inoperative for dispatch provided opera-
tions are not conducted on gravel runways or runways covered with slush
and/or standing water. The respective pack must also be selected to
OFF during takeoffs and landings on wet runways and the isolation valve
should be selected to the closed position. Refer to your MEL.
Turbofan System (200/300) Oral Info
• The turbofan system has been provided to help augment the flow of air
through the heat exchangers. This augmented airflow occurs during
ground operations and when the flaps are not in the up position. This
operation is automatic and is controlled by the turbofan control valve.
The valve is activated electrically when the respective pack is on, and
when the air ground safety sensor/flap limit switch is activated. Pneu-
matic air is used to operate this air turbine. This augmented airflow
cooling is provided to the heat exchangers by drawing outside air into the
ram air ducts by the turbofan.
F Outflow Closed Light (200)
• The illumination of the blue forward outflow closed light indicates the
forward outflow valve is closed. With the valve closed, the main outflow
valve is within a half degree of being closed. With the valve open, the
main outflow valve is 30 degrees or more open. The forward outflow valve
closure light may be inoperative for dispatch with no special limitations.

B737-200/300
• (Oral Topic) The purpose of the forward outflow valve is to provide an

ambient vent to exhaust heated air from the equipment system when
required. The position of the forward outflow valve is related to the
operation of the recirculation fan. When the recirculation fan is operating,
the forward outflow valve will be closed. When the fan is not operating,
the valve will be controlled by limit switches located in the aft outflow
valve. When the aft outflow valve is closed, the forward outflow valve
closes in order to maintain cabin pressure. The valve will be either open
or closed, it does not modulate.
• The forward outflow valve may be inoperative for dispatch provided the
valve is in the closed position and if both packs are operating normally.
Dispatch with the valve in the open position is allowed provided one pack
is operating normally and the flight remains at or below FL200. Refer to
your MEL for additional procedures with respect to increasing the cabin
airflow during the takeoff and approach phases of flight (flaps extended).
Pneumatic Duct Pressure Indicator (200/300)
• The pneumatic system has been provided with two pressure transmitters
that monitors pressure in the left and right pneumatic ducts. The duct
pressure gauge is located on the air conditioning control panel and is
calibrated for 0-100 psi indications. The power source for this indicator is
28V AC from the No.1 transfer bus. The sensor is located just after the
engine bleed valve and slightly before the pack valves.
• The pneumatic duct pressure indicator may be inoperative for dispatch

provided the flight crew uses the start valve open lights to verify the
closure of the engine start valve during engine starting. For aircraft that
do not have these lights, the APU may be used to determine starter
cutout by monitoring APU EGT levels. The closure of the engine start
valve is indicated on the APU EGT indicator as a distinct drop in APU
EGT at starter cutout. Refer to your MEL.

B737-200/300
Air Conditioning Pack Switch (200)
• The respective air conditioning pack valve is controlled by a two position

switch. Selecting the pack switch to the OFF position, closes the pack
valve and terminates airflow into the air conditioning pack. Selecting the
pack switch to ON, allows metered airflow into the pack at a rate of 80
lbs/min. If the APU is the source of this airflow, the rate is increased to
90 lbs/min. The valve is electrically controlled (battery bus powered) and
pneumatically operated. The pack shutoff valves may be inoperative for
the respective inoperative pack provided the associated limitations are
observed. With one pack inoperative, you must limit your altitude to
25,000 feet. Refer to your MEL.
Air Conditioning Pack Switch (300) Schematic
• The respective air conditioning pack valve is controlled by a three posi-

tion switch. Selecting the pack switch to the OFF position, closes the
pack valve and terminates airflow into the air conditioning pack. Select-
ing the pack switch to AUTO, allows metered airflow into the pack at a
rate of 55 lbs/min. This is the normal position the pack switch should be
in during flight operations. Optimum aircraft performance and ventilation
is available with this configuration provided the recirculation fan system is
operating normally. The pack valve is biased to supply lower flow rates
as cabin altitude is increased. The selection of the pack switch to the
HIGH position provides airflow into the pack at a rate of 80 lbs/min. The
same biased flow functions are available in this configuration with refer-
ence to cabin altitude increases. If the APU is the source of this airflow
and the pack switch is in the HIGH position, airflow rate is increased to
100 lbs/min. This configuration provides the maximum cabin cooling
available while on the ground. The pack valve is electrically controlled
(battery bus powered) and pneumatically operated. The pack shutoff
valves may be inoperative for the respective inoperative pack provided
the associated limitations are observed. With one pack inoperative, you
must limit your altitude to 25,000 feet. Refer to your MEL.
• (Oral Topic) With the air conditioning pack switch selected to AUTO and
both packs operating normally, LOW FLOW is provided. But, with only
one pack operating, HIGH FLOW will automatically be provided.
Air Conditioning Pack Service Doors & Air Cycle Machine
Picture Picture Picture Picture

p477 p478 p479 p480

B737-200/300
Isolation Valve Switch (200/300)
• The bleed air isolation valve has been provided so that the respective
pneumatic system (left and right side) can be separated or connected as
desired. The valve is located in the crossover duct within the keel beam
area, just right of the APU duct junction. The valve switch is a three
position switch, powered by the No.1 transfer bus. Selecting the switch
to the CLOSE position, closes the isolation valve. Selecting the switch
to the OPEN position, opens the circuit for the isolation valve. The
AUTO position, will close the isolation valve if “ALL” engine bleed and air
conditioning pack switches are ON. The same valve action will automati-
cally open the isolation valve if “any one” of the engine bleed or air
conditioning pack switches are selected to the OFF position.
• (Oral Topic) During flight operations, the isolation valve switch is nor-
mally placed in the AUTO position. The actual valve position is con-
trolled by the position of the bleed switches and pack switches and NOT
solely by the position of the isolation valve switch.
• The isolation valve switch is used in the wing-body overheat checklist.

This non-normal procedure requires the isolation valve switch to be
placed in the CLOSED position. This action prevents unwanted opening
of the isolation valve when procedural checks calls for the associated
bleed air switch to be selected OFF. The isolation valve switch may also
be used with an external pneumatic bleed air cart. The isolation valve
switch should be selected to the OPEN position. This will allow external
bleed air to be supplied to the left side of the pneumatic manifold, thus
allowing operation of the left pack (if desired). The operation of two
packs at the same time from one bleed air source is permitted provided
the external air cart can maintain 20-25 psi with both packs operating.
Please observe the maximum external bleed air pressure limitation of 60
psig and/or 2320C. Another situation that requires the use of the isolation
valve switch is the selection of the switch to the CLOSED position for an
unpressurized takeoff and landing. Refer to your airline supplementary
procedures or AFM for details.
• The bleed isolation valve may be inoperative for dispatch provided flight
operations into known or forecasted icing conditions is prohibited. Refer
to your MEL.

B737-200/300
Pack Trip Off Light (200/300)
• The illumination of the amber pack trip off light indicates the respective
air conditioning pack has tripped to OFF due to an overheat. This
overheat condition may have occurred in the compressor outlet duct
(1850C), in the turbine inlet duct (990C), or in the supply duct (1210C).
Upon the detection of the overheat condition, the pack valve will auto-
matically close and the air mix valve will drive to the full cold position.
Non-normal procedures calls for the temperature selector to be placed to
a warmer temperature setting. This will help reduce the work load of the
air conditioning system by reducing the demand for colder air. The trip
reset switch has been provided to reset the system once the pack has
cooled below the preset limits. This procedure is for compressor or
turbine malfunctions only.
• The respective pack trip warning system may be inoperative for dispatch
for an associated inoperative pack provided the MEL limitations are fol-
lowed concerning single pack operations and altitude restrictions. Refer
to your MEL with reference to those procedures concerning the place-
ment of the isolation valve switch to the CLOSED position and pack
switch positions.
Wing Anti-ice Schematic Decal (200/300)
• (Oral Topic) The wing anti-ice schematic decal is located on the air
conditioning control panel, just right of the pack trip off warning lights.
The purpose of the wing anti-ice schematic decal is to provide a quick
visual reference of the schematic relationship between the wing anti-ice
system and the pneumatic system. The key point to remember is that
the wing anti-ice system taps into the pneumatic duct lines down stream
of the bleed switches and upstream from the pack switches. Therefore,
the position of the pack switches have no effect on the operation of the
wing anti-ice system.
Wing-Body Overheat Light (200/300)
• The illumination of the amber wing-body overheat light indicates a pneu-

matic duct leak. There are 6 primary sensors (8 sensors on the 300)
located throughout the wing and body segments that help identify this hot
bleed air leak. Temperatures exceeding 2550F are normally associated
with a warning light.

B737-200/300
• (Oral Topic) The location for these overheat sensors is a common oral
question for instructors and examiners. The illumination of the left wing-
body overheat light indicates a “bleed air” leak (overheat) in the following
areas:
1. Bleed air duct in the left engine strut.
2. Left wing leading edge.
3. Left air conditioning bay.
4. Keel beam area.
5. APU bleed air duct.
• (Oral Topic) The illumination of the right wing-body overheat light indi-
cates a leak (overheat) in the following areas:
1. Bleed air duct in the right engine strut.
2. Right wing leading edge.
3. Right air conditioning bay.
• Refer to the wing-body test switch for detailed information concerning the
wing-body overheat warning system.
Bleed Trip Off Light (200) Schematic
• (Oral Topic) The illumination of the amber bleed trip off light indicates
excessive temperatures exist within the engine bleed air system. The
overheat sensor is located downstream of the precooler. With tempera-
tures exceeding 2540C, the respective bleed air valve will automatically
close. The bleed trip off light will remain illuminated until the manual
reset button is used to reset the system. The system temperature must
have cooled approximately 10% before the reset function is used.
• During bleed trip-off conditions, the bleed air valve will automatically
close, thus causing the loss of bleed air to the respective system. With
the loss of bleed air, the respective pack valve will close and the mix
valve will move to the full cold position. Non-normal procedures directs
you to use the reset button once the system has cooled. Should the
bleed trip off light remain illuminated and if wing anti-ice is required, the
selection of the pack switch to the OFF position will cause the isolation
valve to open. This will provide bleed air from the opposite side for wing
anti-ice protection.
• (Oral Topic) Operating two packs from the same bleed source (one
engine) is not recommended.

B737-200/300
• The engine bleed trip off lights may be inoperative for dispatch provided
the respective engine bleed is not used except for engine starting and the
airplane is not operated in known or forecasted icing conditions. Refer to
your MEL for one engine bleed unusable and two engine bleeds unusable
procedures.
Bleed Trip Off Light (300) Schematic
• The illumination of the amber bleed trip off light indicates excessive
temperatures and pressures exist within the engine bleed air system.
The overheat switch is located downstream of the precooler. The over-
pressure sensor is a separate switch and is located within the pressure
regulator. With temperatures exceeding 2540C and pressures exceeding
180 psi, the respective bleed air valve will automatically close. The bleed
trip off light will remain illuminated until the manual reset button is used to
reset the system. The system temperature must have cooled approxi-
mately 10% before the reset function is used.
• During bleed trip-off conditions, the bleed air valve will automatically
close, thus causing the loss of bleed air to the respective system. With
the loss of bleed air, the respective pack valve will close and the mix
valve will move to the full cold position. Non-normal procedures directs
you to use the reset button once the system has cooled. Should the
bleed trip off light remain illuminated and if wing anti-ice is required, the
selection of the pack switch to the OFF position will cause the isolation
valve to open. This will provide bleed air from the opposite side for wing
anti-ice protection. Flight operations with two packs operating from one
engine bleed source is not recommended.
• (Operational Tip) Following a bleeds-off takeoff, should the bleed trip off
light illuminate and normal reset is not possible, the following technique
may be used to reset the system. This technique should be accom-
plished at altitudes above 1500’ AGL and TAT at/or below 380C. Select
the respective engine anti-ice switch to ON, select the reset switch,
reconfigure the pressurization system, and then select the engine anti-ice
switch to OFF. These actions will normally reset the bleed trip-off circuit
and reconfigure the aircraft. The reason for this type of bleed trip-off
occurring is that the relief valve upstream of the bleed valve does not
have enough flow capacity to limit the pressure in the duct below the
overpressure switch. Follow your airline and the manufacturer’s approved
procedures.

B737-200/300
• The engine bleed trip off lights may be inoperative for dispatch provided
the respective engine bleed is not used except for engine starting and the
aircraft is not operated in known or forecasted icing conditions. Refer to
your MEL for one engine bleed unusable and two engine bleeds unusable
procedures.
Engine Bleed Air Switch (200)
• The two position engine bleed air switch controls the respective engine
bleed valve. The bleed air switch provides the means to terminate the
flow of bleed air from the engines to the pneumatic manifold. The valve
is driven by an AC electric motor and circuit. The position and control of
the valve can also be initiated by the engine fire switch and by an
overheat sensor located downstream of the precooler. Pulling the engine
fire switch will automatically close the engine bleed valve. Bleed air
temperatures exceeding 4900F will also close the bleed air valve. The
actual location of the bleed air valve is on the left side of each engine,
just above the respective engine starter. The pneumatic system has
been designed to accept bleed air from the respective source with pres-
sures up to 106 psi and temperatures of 4500F. The actual air volume
with two packs operating is 160 pounds per minute. Engine starting is
approximately 110 pounds per minute. For wing anti-ice applications,
approximately 120 pounds per minute.
• The engine bleed air shutoff valves may be inoperative for dispatch
provided the valve is secured closed after starting the engine. The
aircraft must not be dispatched into known or forecasted icing conditions.
Refer to your MEL.
Modulating and Shutoff Valve (200)
• The control and design functions of the modulating and shutoff valve are
automatic. The bleed air used is obtained from the 8th and 13th stage
engine bleed ports. Should 8th stage bleed air be insufficient for aircraft
demands or requirements, the 13th stage Modulating and Shutoff valve
modulates open to supply increased air flow. A temperature sensor is
used to modulate the 13th stage bleed air to prevent the bleed air from
exceeding 4500F. Each unit has a different function and location within
the pneumatic system. The pressure relief valve has been designed to
provide protection against pressures above 106 psi.

B737-200/300
• The bleed air modulating and shutoff valve may be inoperative for dis-
patch provided the aircraft is not operated in known or forecasted icing
conditions. Check system operation, should the valve modulate out of
the closed position, the respective bleed air switch must be selected OFF
after engine starting. Refer to your MEL for further information and
limitations.
No Bleed Takeoffs - C Flow (200/300)
• When configuring the bleed air control panel for a no engine bleed takeoff,
the following technique may be helpful in remembering the proper switch
and valve position required for this departure configuration. The C-flow
begins by placing the respective switches in the following order:
1. Right pack switch ON/AUTO.
2. Isolation valve switch CLOSE.
3. Left pack switch ON/AUTO/HIGH.
4. Left bleed switch OFF.
5. APU bleed switch ON.
6. Right bleed switch OFF.

B737-200/300
• Upon completion of the takeoff profile, the bleed switches can be
reconfigured by reversing the C-Flow. This is normally accomplished
after reaching at least 1500 feet or until any obstacle clearance altitude
has been attained. Additional note, when operating in icing conditions,
taxi with the engine bleed air switches ON and the APU bleed switches
OFF. This will ensure adequate bleed air for anti-ice requirements.
Eng. Bleed Air Switch (300)
• The engine bleed air switch

for the B737-300 controls the
respective pressure regulator
and shutoff valve. The valve
is DC powered and pneumati-
cally positioned and modu-
lated. The position and con-
trol of the valve can also be
controlled by the engine fire
switch. Pulling the engine
fire switch will automatically
close the pressure regulator
and shutoff valve. The pres-
sure regulator and shutoff
valve (PRSOV) is located
downstream from the high
stage valve.
• (Oral Topic) The pressure regulator and shutoff valve (PRSOV) has four
major functions:
1. Opens/closes in response to the control switch and/or when tempera-
tures and pressure are exceeded.
2. Prevents reverse flow when duct pressure exceeds engine supply
pressure.
3. Limits manifold pressure to approximately 45 psi. Limitation
4. Limits temperature to 4500F.
• The pressure regulator and shutoff valve has incorporated an overpres-

sure switch. It is used to detect an overpressure condition within the
engine duct manifold. The overpressure switch will activate the bleed trip
off warning circuit should system pressure exceed 180 psi.

B737-200/300
• The pressure regulator and shutoff valve also responds to a 2540F over-
heat sensor. Should temperatures exceed 2540F, the valve will close and
activate the bleed trip off warning circuit. The actual location of the
overheat sensor is in each engine bleed duct, downstream of the
precooler, at the starter duct junction.
• The 9th stage bleed air modulating and shutoff valve may be inoperative
in the locked closed position for dispatch provided a minimum of 60% N1
is maintained in the respective engine when the aircraft is operated in
icing conditions. Refer to MEL for operating procedures.
High Stage Bleed Valve (300)
• The high stage bleed valve is a pneumatically actuated, spring-loaded

closed, pressure regulating valve. This valve is located in the 9th stage
bleed duct. At reduced thrust settings, the valve will automatically open
to allow 9th stage (high pressure bleed) air to satisfy system require-
ments and to maintain a constant 29 psi. A check valve in the 5th stage
manifold prevents reverse flow during high pressure operations. When
the high stage valve is closed, the 5th stage (low pressure bleed) air
supplies the aircraft’s pneumatic requirements.
Trip Reset Switch (200/300)
• (Oral Topic) The trip reset switch is used to reset a bleed trip-off, pack
trip-off, or a duct overheat. The fault that has cause the trip-off or
overheat condition has to be corrected or removed before attempting a
reset. The respective condition warning light will remain illuminated until
the reset has been made.
APU Bleed Air Switch (200/300) Limitation
• The two-position APU bleed air switch controls the APU bleed valve. The
valve is of a modulating valve type used to control airflow from the APU
to the aircraft’s pneumatic system. With APU operations at or above
95%, the bleed air switch can be selected to ON, thus providing bleed air
as required to the aircraft’s system.
• APU bleed air may be used during flight operations and/or during ground
operations. The APU bleed air valve is DC controlled and pneumatically
operated. During shutdown, the valve will automatically close.

B737-200/300
• (Oral Topic) APU bleed air has the following limitations: APU bleed air
usage is limited to a maximum altitude of 17,000’. APU bleed and
electrical load is limited to a maximum altitude of 10,000’.
• The APU should be operated for a minimum of two minutes prior to

selecting the APU bleed air switch. This allows time for the APU tem-
peratures and operations to stabilize prior to high bleed air demands and
high internal temperatures. The APU bleed valve should be closed when:
1. Ground air is connected, with the isolation valve opened.
2. Left engine bleed valve is in the opened position.
3. The right engine bleed valve and the isolation valve are in the opened
positions, the APU bleed valve may be open during engine start, but
avoid power applications above the idle position.
• The APU bleed valve should be closed during ground operations requiring
engine anti-icing. This will ensure that sufficient engine bleed air is
available for cowl anti-icing. The reason for this procedure is to prevent
the possibilities of APU bleed air back-pressures causing the 9th stage
valve to close.
• The APU bleed air valve may be inoperative in the closed position for
dispatch purposes providing the APU is only used to provide electrical
power. Refer to your MEL.

B737-200/300
Outboard Landing Lights (200/300) Picture
• The outboard landing lights are controlled by two three-position switches,

located just below the overhead panel. The RETRACT position when
selected, retracts the outboard landing lights and the lights will be extin-
guished. The EXTEND position will extend the outboard landing lights,
but the lights will remain extinguished until the outboard landing light
switch has been selected to the ON position. Then all the outboard lights
will illuminate.
• The actual outboard landing lights are of the retractable type, located in
the outboard flap track fairing. These lights may be extended at any
aircraft speed. They shine forward approximately parallel to the waterline
of the aircraft regardless of flap position. With the outboard landing lights
extended throughout the entire flight, expect to see approximately a 1%
increase in flight plan fuel usage (reference information from the MEL).
• The power source for the left outboard light is from the 115V AC bus
No.1. The power is then reduced by transformers to 16.5V AC. The
power source for the right outboard light is from the 115V AC bus No.2.
A thermostatic switch has been provided to prevent the possibilities of a
motor overheat during retraction/extension process.
• One landing light may be inoperative on each side for dispatch provided
one of the two operating lights is in the inboard position and the two
remaining lights operate normally. The outboard extend/retract motor
may be inoperative for dispatch provided the light is in the extended
position and the light operates normally. Refer to your MEL.

B737-200/300
Inboard Landing Lights (200/300)
• The inboard landing lights are controlled by two ON/OFF switches, lo-
cated just below the overhead panel. These lights are located in the
leading edge (near the fuselage), adjacent to the runway turnoff lights.
The lights shine forward and down towards the ground and ahead of the
aircraft’s line of travel. The power source for the left inboard light is from
the 115V AC bus No.2. The power is then reduced by transformers to
16.5V AC. The power source for the right inboard light is from the 115V
AC bus No.1. The inboard light’s buses are electrically cross-connected.
Runway Turnoff Lights (200/300) Picture
• The runway turnoff lights are controlled by two ON/OFF switches, located
just below the overhead panel. These lights are located in the leading
edge (near the fuselage), adjacent to the inboard landing lights. The
lights shine outboard 300 and have a beam width of 500. The power
source for the left runway turnoff light is from the 28V AC bus No.1. The
power source for the right runway turnoff light is from the 28V AC bus
No.2. Both lights may be inoperative for dispatch. Refer to your MEL.

B737-200/300
Taxi Light (200/300)
• The taxi light switch controls the illumination of the single nose-wheel,
strut-mounted light. This light is mounted on the nose-strut, therefore the
taxi light will point in the same direction as the nose-wheel. Power
source for the taxi light is from the 28V AC bus No.1. Many airlines
recommend the taxi light should not be used for takeoff and landing. This
will help to increase the service life of the light and reduce maintenance
costs. The taxi light may be inoperative for dispatch. Refer to your MEL.
Position Lights (as installed)
• The position lights switch is a three-position toggle switch that controls

the illumination of the navigation lights and the selection of the respective
power source. Selecting the ON BAT position will illuminate the naviga-
tion lights. Powered for this position is from the 28V DC battery bus (if
no other power is available). The battery switch must be ON to provide
this function. The ON position of the position lights switch illuminates the
red-green wing tip navigation lights and the white trailing edge tip lights.
Power for this position is from the 28V AC No.2 transfer bus.
• The navigation lights consist of two fixed green lights facing right out-
board and forward, two fixed red lights facing left outboard and forward,
and one fixed white light facing aft on each wing-tip trailing edge.
• Various navigation lights may be inoperative for dispatch provided the

following combination exists. One stationary red wing tip bulb, one sta-
tionary green wing tip bulb, and one stationary white tail light at each wing
position operate normally. All navigation lights may be inoperative during
day flight operations only. Refer to your MEL. Note: Configuration One
is most commonly found the B737-300.

B737-200/300
Position Lights (Configuration Two)
• The position lights switch is a three-position toggle switch that controls

the illumination of the navigation lights and the selection of the type of
light desired. Selecting the STROBE/STEADY position will illuminate the
red/green navigation lights, the white trailing edge wing-tip lights, and the
wing-tip/tail strobe lights. Selecting the STEADY position, illuminates
the red/green wing-tip navigation lights and the white trailing edge wing-tip
lights only. With an interruption of normal power (loss of all generators),
the navigation and the white position lights will operate only if the switch
is in the steady position. All navigation lights may be inoperative during
day flight operations only. Refer to your MEL.
• The navigation lights for this configuration consist of one fixed green and
one high intensity white strobe light facing right outboard and forward.
One fixed red and one high intensity white strobe light facing left outboard
and forward. One fixed white light facing aft on each wing tip training
edge. One strobe light located on the tail cone above the APU exhaust.
Anti-Collision Light Switch (200/300)
• The two-position anti-collision light switch controls the illumination of the

two red rotating beacon lights. These lights are located on the upper and
lower fuselage. Each light consists of a xenon arc flashtube lamp and
solid state circuits for power storing, timing and triggering the flashtube.
The timing circuit controls the flash illumination at a rate of one flash
every second. Caution should be used when completing a preflight of the
light unit. The light unit contains high energy voltage. The power source
for the upper light is from the No.1 115V AC transfer bus. The power
source for the lower light is from the No.2 115V AC transfer bus.
• The anti-collision beacons may be inoperative for night dispatch provided

the wing tip and white tail strobe lights are installed and are operating
normally. Refer to your maintenance department for reference to the type
of beacon installed on your aircraft. Different beacons have different
limitations with regards to the number of inoperative bulbs for FAR re-
quirements. Refer to your MEL.

B737-200/300
Wing Illumination Switch (200/300)
• The two-position wing illumination switch controls the illumination of the

two white leading edge lights (one on each wing). These lights are flush
mounted on the fuselage, forward of the wing. The beam is directed to
illuminate the leading edge of the wing with a beam width of 130. As a
secondary function, the wing inspection lights may assist in operation
and servicing the aircraft by ground crews. The power source for the
wing inspection lights is from the 28V AC ground service bus.
• The wing inspection lights may be inoperative for night dispatch provided
a portable light is available when dispatching into known or forecasted
icing conditions. This portable light must be of suitable capacity for
proper wing inspection. For flight operations during day hours, the lights
may be inoperative for dispatch. Refer to your MEL.
Wheel Well Lights (200/300) Picture
• The two-position wheel well switch controls the illumination of the wheel
well dome light and the landing gear inspection floodlights. A second
control switch is located on the external power receptacle panel that
controls the nose wheel well lights only. The power source for wheel well
lights is from the 28V AC ground service bus.
• The inspection flood lights for the main gear may be inoperative for
dispatch during day operations only. The flood lights may also be inop-
erative provided an alternate landing gear indicating system (other than
viewer type and center panel system) is installed and operates normally.
The dome lights may be inoperative for dispatch. Refer to your MEL.
Logo Light Switch (200/300)
• The two-position Logo Light Switch controls the illumination of the two
vertical fin inspection and insignia identification lights (one on each side).
The logo light system may be inoperative for dispatch without any limita-
tions. Refer to your MEL.

B737-200/300
Emergency Cockpit Lighting (200/300)
• (Oral Topic) The cockpit lighting has been designed so that a power
failure of either bus will result in only a partial failure of the cockpit and/or
passenger lighting system. With the total loss of all AC power, the
following lights will be powered by the battery bus.
1. Standby compass light.
2. White dome light.
3. Emergency instrument flood light.
4. Selected system/warning lights.
5. Lavatory dome light.
6. Emergency exit lights (internal battery).
• (Oral Topic) The emergency instrument flood lights will automatically

illuminate upon the failure of the No.2 AC transfer bus.
• (Oral Topic) The dim entry lights and the fluorescent mirror lights in the
lavatories are powered from the hot battery bus. Therefore, with the
battery switch in the OFF position, these are the only lights that can be
illuminated.
Engine Start Panel (as installed - panel 1067) Limitation
• The GRD position of the engine start panel provides high energy ignition
to both igniters when the engine start levers are placed to the idle posi-
tion. (Oral Topic) This pulsating high energy power is applied to plugs in
both the No.4 and No.7 burner cans. Power source for the No.4 plug is
from the battery bus. Power source for the No.7 plug is from the AC
transfer bus. The solenoid held-spring loaded switch also positions the
starter valve to the open position. Power for the starter valve is from the
battery bus.

B737-200/300
• The OFF position of the engine start panel provides no ignition. The
LOW IGN position of the engine start panel provides low energy continu-
ous ignition to one igniter only in the No.7 burner can when the engine
start levers are in the idle position. Power source for the No.7 plug is
from the AC transfer bus. This position is used to improve igniter service
life and to minimize the possibilities of engine flameouts during takeoff,
landing, turbulence, and during flight operations in icing conditions.
• The FLT position of the engine start panel provides high energy ignition to
both igniters when the engine start levers are in the idle position. This
pulsating high energy power is applied to plugs in both the No.4 and No.7
burner cans. Power source for the No.4 plug is from the battery bus.
Power source for the No.7 plug is from the AC transfer bus. (Limitation: 2
min. ON, 3 min. OFF; 2 min. ON, 23 min. OFF).
• The left ignitor (No.7) of the high energy system may be inoperative on
each engine for dispatch purposes with no special limitations applied.
The low energy system may be inoperative for dispatch provided switch-
ing is available to permit selection of the operative high energy system
for continuous ignition. Refer to your MEL.
tion. (Oral Topic) This pulsating high energy power is applied to plugs in
both the No.4 and No.7 burner cans. Power source for the No.4 plug is
from the AC standby bus. Power source for the No.7 plug is from the AC
transfer bus. The solenoid held-spring loaded switch also positions the
starter valve to the open position. Power for the starter valve is from the
battery bus.

B737-200/300
• The OFF position of the engine start panel provides no ignition. The L
IGN position of the engine start panel provides high energy continuous
ignition to one igniter only in the No.7 burner can when the engine start
levers are in the idle position. Power source for the No.7 plug is from the
AC transfer bus. This position is used to improve igniter service life and
to minimize the possibilities of engine flameouts during takeoff, landing,
turbulence, and during flight operations in icing conditions.
• The R IGN position of the engine start panel provides high energy con-
tinuous ignition to one igniter only in the No.4 burner can when the engine
start levers are in the idle position. Power source for the No.4 plug is
from the AC standby bus. This position is used to improve igniter service
life and to minimize the possibilities of engine flameouts during takeoff,
landing, turbulence, and during flight operations in icing conditions.
both igniters when the engine start levers are placed to the idle position.
This pulsating high energy power is applied to plugs in both the No.4 and
No.7 burner cans. Power source for the No.4 plug is from the AC
standby bus. Power source for the No.7 plug is from the AC transfer bus.
tion. This pulsating high energy power is applied to plugs in both the
No.4 and No.7 burner cans. Power source for the No.4 plug is from the
AC standby bus. Power source for the No.7 plug is from the AC transfer
bus. The solenoid held-spring loaded switch also positions the starter
valve to the open position. Power for the starter valve is from the battery
bus.

B737-200/300
• The OFF position of the engine start panel provides no ignition. The A
position of the engine start panel provides high energy continuous ignition
to one igniter only in the No.7 burner can when the engine start levers are
in the idle position. Power source for the No.7 plug is from the AC
transfer bus. This position is used to improve igniter service life and to
minimize the possibilities of engine flameouts during takeoff, landing,
• The B position of the engine start panel provides high energy continuous
ignition to one igniter only in the No.4 burner can when the engine start
levers are in the idle position. Power source for the No.4 plug is from the
AC standby bus. This position is used to improve igniter service life and
to minimize the possibilities of engine flameouts during takeoff, landing,
• The OVRD position of the engine start panel provides high energy ignition
tion. This pulsating high energy power is applied to plugs in both the
No.4 and No.7 burner cans. Power source for the No.4 plug is from the
AC standby bus. Power source for the No.7 plug is from the AC transfer
bus.
Engine Start Panel (300 - panel 1070) Limitation
• The GRD position of the engine start panel provides high energy igni-
tion to the selected igniter(s) when the engine start levers are placed to
the idle position. This pulsating high energy power is applied to the left
igniter, right igniter, and/or both igniters as selected on the selector
switch. Power source for the right igniter is from the AC standby bus.
Power source for the left igniter is from the AC transfer bus.

B737-200/300
• The solenoid held-spring loaded switch also positions the starter valve to
the open position. Aircraft built after 11/88, the engine bleed air valve will
close during starting. Power for the starter valve is from the battery bus.
• The OFF position of the engine start panel provides no ignition.
• The CONT position of the engine start panel provides high energy ignition
to the selected igniter(s) when the engine start levers are in the idle
position. This position is used to minimize the possibilities of engine
flameouts during takeoff, landing, turbulence, and during flight operations
in icing conditions.
both igniters when the engine start levers are in the idle position. This
position is used for air starts, flight operations in moderate/severe turbu-
lence, and in moderate/heavy rain, sleet. hail, and/or icing conditions.
The ignition select switch is bypassed when the engine start switch is in
the FLT position.
• The left ignitors may be inoperative on each engine for dispatch. Contact
your maintenance representative for information concerning the type of
ignition installed. Special operating notes and information reporting con-
cerning extended operations with ignition ON are required on certain sys-
tems. Refer to your MEL.
Ignition Select Switch (300 - panel 1070) Limitation
• The IGN L position on the engine start panel selects the left igniter for
use on both engines. Power source is the AC transfer bus. High energy
ignition is provided. The BOTH position on the engine start panel selects
both igniters for use on both engines. (Oral Topic) The IGN R position on
the engine start panel selects the right igniter for use on both engines.
Power source is the AC standby bus. High energy ignition is provided.
• The ignition exciter is a capacitor discharge-type exciter. When the

capacitors within the system reach approximately 2850 volts each, a
combined voltage of 5700 volts is discharged.

B737-200/300
Leading Edge Devices Indicators (200/300) Schematic
• Shown above are the three types of leading edge device indicator panels
installed on the various models of the B737. The purpose of the leading
edge device indicators (amber & green lights) is to provide a visual
indication of the position of the individual leading edge flaps and/or slats.
The system consists of two panels of annunciator indicator lights, one
located on the forward flight instrument panel and the other on the aft
overhead panel. The aft overhead indicator panel consists of one amber

B737-200/300
and one green light for each leading edge slat and/or flap. Only one light
can illuminate at any one time for each slat and/or flap. The lights are
controlled by two extend proximity sensors for the extension function and
one reed switch for the retraction indications for each slat and/or flap.
The leading edge annunciator control unit is located in the E/E compart-
ment. The power source for the control unit is from the No.1 28V DC bus
and all lights are dimmable.
• The individual amber annunciator light for each Leading Edge Device
(LED) will illuminate anytime the LED leaves the retract position. When
the LED reaches the extend position, the green annunciator light will
illuminate and the amber light will be extinguished.
• The forward panel lights or the aft overhead leading edge annunciator
panel may be inoperative for dispatch. If the forward panel lights are
inoperative, the aft overhead panel annunciator must be used to verify the
proper position of the leading edge devices. MEL procedures require a
special placard to be installed indicating the proper device positions for
flap configurations used. Refer to your MEL.
• Indications for one leading edge slat, except slats No.3 and No.4 on the
400, may be inoperative on both the overhead panel and the forward
annunciator panel for dispatch provided normal LED operations are veri-
fied by the flight crew before each takeoff/landing, maximum speed is
limited to 300 KIAS below FL200 or .65 Mach above FL200, the overhead
panel operates normally, and for the 300, the crew must complete a stall
warning test.
Leading Edge Annunciator Panel (100)
• Refer to panel 1071, for flap positions 1 thru 25, slats 1,2,5,6, will indicate
in the EXT position, all other devices will be extended. For flap positions
30 and 40, slats 1,2,5,6 will indicate FULL EXT position, all others de-
vices will be extended. When the leading edge devices are in the full
retracted position, the annunciator lights will be extinguished.
Leading Edge Annunciator Panel (200 Basic)
• Refer to panel 1072, for flap positions 1 thru 25, slats 1 and 6 will indicate
in the EXT position, all other devices will be extended. For flap positions
30 and 40, slats 1 and 6 will indicate FULL EXT position, all other

B737-200/300
devices will be extended. When the leading edge devices are in the full
retracted position, the annunciator lights will be extinguished.
Leading Edge Annunciator Panel (200A/300/400)
• Refer to panel 1073, for flap positions 1 thru 5, all slats will indicate in the
EXT position and flaps will indicate extended. For flap positions 10 thru
40, all slats will indicate FULL EXT position, and flaps will indicate
extended. When the leading edge devices are in the full retracted posi-
tion, the annunciator lights will be extinguished.
• (Oral Topic - 300) The LED overhead annunciator panel can also be used
to observe the operation of the autoslat system. The operation of the
autoslat system (slat extension from the EXTEND position to FULL EX-
TEND position) can only be monitored on the overhead annunciator panel.
L.E.D. Amber Transit Lights (200/300)
• The amber leading edge devices transit lights are located on the aft
overhead LED annunciator panel. The illumination of the amber light
indicates the corresponding leading edge device is in transit and/or is in
disagreement between the position of any leading edge flap/slat and the
trailing edge flap position. This may also indicate an asymmetrical and/or
no leading edge device condition.
L.E.D. Green EXT/FULL EXT Lights (200/300)
• The green leading edge device EXT/FULL EXT are located on the aft
overhead LED annunciator panel. The illumination of the green light
indicates the corresponding leading edge device are in the EXT position
or the FULL EXT position.
L.E.D. Annunciator Panel Test Switch (200/300)
• The L.E.D. annunciator panel test switch is located on the overhead

L.E.D. annunciator panel. By pressing the test button, a system test of
all annunciator panel lights is completed.

B737-200/300
• (Simulator Hint) During simulator training, anytime you have a L.E.D.
malfunction, always perform a L.E.D. panel test. This is a very fast way
to determine if the simulator instructor has failed a slat and/or flap. Most
simulators are programmed to show the No.1 slat failure, so besure to
check that light first.
TRANSIT LE FLAPS
LE FLAPS EXT
(Forward Center Instrument Panel)

LE FLAPS TRANSIT Light (200/300)
• The amber LE FLAPS TRANSIT Light is located on the forward center

instrument panel. The illumination of this light indicates one or all of the
LEDs are in transit. It may also indicate the LEDs are not in the
programmed position with respect to the trailing edge flaps. With the
illumination of the LE flaps transit light, one of the following non-normal
conditions may exist:
1. Asymmetrical condition.
2. No leading edge device condition.
3. L.E.D. extended with flaps up.
• (Oral Topic) Many simulator instructors will ask the pilot trainee the
general procedures for asymmetrical, no leading edge, and/or L.E.D. ex-
tended with flaps up conditions. The reason for this inquiry is that the
malfunctions and the checklist titles are very confusing and misleading.
For asymmetrical or no leading edge malfunctions, call for the ASYM-
METRICAL OR NO LEADING EDGE DEVICES checklist. This condition
is normally seen during the approach phase of flight in the simulator.
This checklist requires the planning for a flaps 15 landing with airspeeds
at Vref 15+5. Also, limit bank angles to 150 below 210 kts. For leading
edge devices extended with the flaps in the up position, call for the
LEADING EDGE FLAPS TRANSIT checklist. This condition is normally
seen during the departure phase of flight in the simulator. This checklist
requires airspeed to be limited to a maximum of 230 kts with multiple
leading edge devices extended with the trailing edge flaps in the up
position. With only one leading edge device extended, limit airspeed to a
maximum of 300 kts or .65M (whichever is lower). During flap extension,
accomplish the ASYMMETRICAL OR NO LEADING EDGE DEVICES
checklist.

B737-200/300
LE FLAPS EXT Light (200 Basic)
• The green LE FLAPS EXT light is located on the forward center instru-
ment panel. With the flap lever in the positions 1 through 15, the illumina-
tion of this green light indicates all leading edge flaps are extended and
all leading edge slats except 1 and 6 are extended. Slats 1 and 6 will
remain in the intermediate position until flap position 25 has been se-
lected, at which time, slats 1 and 6 will extend fully.
LE FLAPS EXT Light (200A/300)
• The green LE FLAPS EXT light is located on the forward center instru-
ment panel. With the flap lever in the positions 1,2, or 5, the illumination
of this green light indicates all leading edge flaps are extended and all
leading edge slats are in the intermediate position. With the flap lever in
position 10 through 40, all leading devices will be fully extended.
Leading Edge Devices (200)
• The leading edge of the wing consists of high lift devices known as
Krueger flaps and leading edge slats. Two Krueger flaps are installed
inboard of each engine. These flaps are driven by a two-position hydrau-
lic actuator. Visual displays are provided to the flight crew, indicating
either the retract or extend positions. Located outside of the engines are
the leading edge slats. These slats are driven by a three-position hydrau-

B737-200/300
lic actuator. The hydraulic pressure for both types of actuators is pro-
vided by A system hydraulics. A system hydraulics is powered by both
engine driven hydraulic pumps. Visual displays are provided to the flight
crew, indicating the retract, intermediate, and the full extend positions.
• The L.E.D.s are controlled by the leading edge control valve, which is
positioned by the trailing edge drive unit so that the L.E.D.s operate
together with the trailing edge flaps. When the trailing edge flaps leave
the UP position, the leading edge flaps extend fully while the leading edge
slats extend to an intermediate position. As the trailing edge flaps extend
past the Flaps 5 position, the leading edge slats will move to the full
extended position. The sequence is reversed when the flaps are re-
tracted. Pressure to each hydraulic actuator is provided by a common
hydraulic bus. This has been designed to help prevent any asymmetrical
problems that might occur.
• In the event of a system A hydraulic failure, the leading edge flaps and
slats are extended by the standby hydraulic system using alternate hy-
draulic lines to each drive unit. Upon activation of the alternate flaps
master switch (extend flaps), all of the leading edge devices will extend.
The extension process may take as long as one minute, therefore ap-
proach planning is important. The leading edge devices cannot be re-
tracted by the standby hydraulic system.
Leading Edge Devices (300) Schematic
• The leading edge of the wing consists of high lift devices known as
Krueger flaps and leading edge slats. Two Krueger flaps are installed
inboard of each engine. These flaps are driven by a two-position hydrau-
lic actuator. Visual displays are provided to the flight crew, indicating
either the retract or extend positions. Located outside of the engines are
the leading edge slats. These slats are driven by a three-position hydrau-
lic actuator. The hydraulic pressure for both types of actuators is pro-
vided by B System hydraulics. B System hydraulics is powered by the
right engine driven hydraulic pump and the B System electric motor
pump. Visual displays are provided to the flight crew, indicating the
retract, intermediate, and the full extend positions.
• The L.E.D.s are controlled by the leading edge control valve, which is
positioned by the trailing edge drive unit so that the L.E.D.s operate

B737-200/300
together with the trailing edge flaps. When the trailing edge flaps leave
the UP position, the leading edge flaps extend fully while the leading edge
slats extend to an intermediate position. As the trailing edge flaps extend
past the Flaps 5 position, the leading edge slats will move to the full
extended position. The sequence is reversed when the flaps are re-
tracted. Pressure to each hydraulic actuator is provided by a common
hydraulic bus. This has been designed to help prevent any asymmetrical
problems that might occur.
• In the event of a system B hydraulic failure, the leading edge flaps and
slats are extended by the standby hydraulic system using alternate hy-
draulic lines to each drive unit. Upon activation of the alternate flaps
master switch (extend flaps), all of the leading edge devices will extend.
The extension process may take as long as one minute, therefore ap-
proach planning is important. The leading edge devices cannot be re-
tracted by the standby hydraulic system.
Autoslats (300)
• An autoslat feature has been added to the LED system on the B737-300
that provides additional lift when airframe angle of attack exceeds a
predetermine valve. The autoslat system provides the means of auto-
matically extending the slats from the intermediate position to full extend
position. The autoslat system also improves the handling qualities of the
aircraft and provides a nose down pitching moment.

B737-200/300
• (Oral Topic) The autoslat system has two computers providing data.
Autoslat computer No.1 and No.2 is powered by 28V AC and 28V DC
from their respective transfer buses and DC buses. The operation of the
autoslat feature is automatic. The autoslat control valve is normally
closed and has no effect on normal operation of the leading edge slats.
When the airplane is in the air, the autoslat computers will actuate the
solenoid valves if the airplane approaches a stall. The open solenoid
valves direct pressure to fully extend the slats. If the slats are in the
intermediate position, they will move to the full extend position.
• Autoslat operations can be monitored by the overhead annunciator while

airborne. The autoslat computer signals the flap/slat comparator logic to
“HOLD OFF” the master amber light and “HOLD ON” the master green
light when the computer is commanding the slats from the extend posi-
tion to the full extend position. This “OFF-ON” signal continues for 13
seconds after the autoslat system command ceases. This amber light
inhibit function does not occur when the trailing edge flaps are retracting,
positioning at 10 units or when any leading edge device is locked up.
The one autoslat system may be inoperative for dispatch provided the
remaining autoslat system is verified to operate normally and the autoslat
fail light operates normally. Refer to your MEL for additional procedures
for proper verification of system operation.
Power Transfer Unit (300)
• The power transfer unit provides a backup source of hydraulic power to

operate the autoslats, should the system B engine driven pump pressure
drops below preset limits. System A pressure drives a hydraulic motor,
which in turn drives a pump, pressurizing system B fluid from the reser-
voir to drive the autoslat system. For proper operation of the power
transfer unit, the flaps must not be in the UP position and the aircraft
must be airborne. PTU operation is fully automatic with the primary goal
of providing added pressure for autoslat operation with the right engine
inoperative.
Altitude Alert Speaker (200/300)
• Located on the aft overhead panel is the altitude alert speaker. This
speaker provides aural altitude alert tones and works in conjunction with
the Altitude Alert light and the altitude alert control.

B737-200/300
Thrust Reverser Isolation Valve Panel (200)
• The thrust reverser isolation valve panel is located on the aft overhead
panel. The panel consists of two override switches, one for each respec-
tive engine system, and one amber isolation valve warning light for the
entire thrust reverser system.
• (Oral Topic) The override switch is a two position switch, labeled NOR-
MAL and OVERRIDE. The override switch is normally placed in the
NORMAL position. This allows normal thrust reverser operations when
certain conditions are satisfied. Those conditions are:
1. Engine oil pressure is more than 35 psi.
2. The fire switch is down.
3. Air/ground safety sensor is operating in the ground mode.
4. Hydraulic pressure is available (system A or standby hydraulics).
• The OVERRIDE position of the override switch provides the means of

bypassing the engine oil pressure switch and the air/ground safety sen-
sor. This opens the isolation valve, directing available hydraulic pressure
to the thrust reverser selector valve. The override position should not be
used during normal ground or flight operations.
• The thrust reverser override switches may be inoperative for dispatch for
the respective reverser. Refer to your MEL.
Isolation Valve Light (200)
• The illumination of the amber isolation valve light indicates the thrust
reverser system comparator has sensed a disagreement between the
system electrical condition to either isolation valve and the available
hydraulic pressure. During ground operations, the illumination may indi-
cate hydraulic pressure is not available to one or both thrust reverser
Schematic
B737-200/300
selector valves. The isolation valve will be in the closed position and
reverse thrust may not be available. (Oral Topic) During flight operations,
the illumination of the light indicates hydraulic pressure is available to
either or both thrust reverser selector valves. The isolation valve will be
in the open position and protection against thrust reversal may have been
lost. Do not actuate the thrust reversers inflight.
Thrust Reverser (200)
• (Oral Topic) Thrust reverse action is accomplished by hydraulic, electri-

cal, and mechanical controls. Hydraulic pressure is provided by system
A hydraulics via the landing gear down-line. The standby hydraulic sys-
tem may also be used as an alternate source of hydraulic pressure in
case of system A pressure failure. The standby system has incorporated
within the pressure lines hydraulic fuses. This will prevent the total loss
of the standby hydraulic system due to a rupture in the thrust reverser
pressure lines. Limitations prohibit the intentional use of reverse thrust
during in-flight operations.
• Electrical control of the thrust reverser system is directed at controlling

the isolation valve. The isolation valve will be energized opened allowing
hydraulic pressure to extend or retract the reverser when three conditions
are satisfied. Those conditions are the fire handle switch must be down,
engine oil pressure above 35 psi, and the aircraft is in the ground mode.
The failure of any one item will cause the spring-loaded isolation valve to
close. This failure will be indicated by the illumination of the isolation
valve light. Electrical power source for the thrust reverser system is
supplied by the battery bus.
• The selection of the reverse thrust levers allows hydraulic pressure, via
the selector valve, to the lock actuators and then to the door actuators.
Return hydraulic fluid flows from the actuators through the selector valve.
A manual lockout plunger has been provided as part of the thrust reverser
isolation valve assembly to mechanically prevent any operation of the
reverser.
• The one thrust reverser may be inoperative for dispatch provided it is

secured closed and if the override system is used, is armed only after
landing. Your maintenance department will secure the reverser by
lockwiring the thrust reverser handle, installing a ground lock on the
isolation valve, and collaring the circuit breaker. Refer to your MEL.

B737-200/300

B737-200/300
Alternate Reverser Hydraulic Pressure (200)
• Some early aircraft are equipped with an alternate hydraulic pressure

accumulator that will operate the reversers in case of main system fail-
ure. These accumulators are located in the wing-body fairing and pro-
vides pressure through the thrust reverser shuttle valves.
Thrust Reverser (300) Schematic Limitation
• (Oral Topic) Thrust reverse action is accomplished by hydraulic, electri-

cal, and mechanical controls. Reverse thrust is provided by translating
reverser sleeves located on each engine that deflects the fan discharge
forward. Each engine uses different hydraulic pressure to accomplish the
reversing process. Engine No.1 uses A system hydraulics and engine
No.2 uses B system hydraulics. Refer to figure 1079, and you will notice
both engines use the standby hydraulic system as an alternate source of
pressure in case of main hydraulic system failure. Since the pressures
may be different between one reverser using normal system pressure and
one using alternate standby pressure, some asymmetry may occur when
this non-normal condition occurs. Limitations prohibit the intentional use
of reverse thrust during in-flight operations.
• Electrical control of the thrust reverser system is directed at the enabling

logic and the isolation valve. The isolation valve will be energized
opened, allowing hydraulic pressure to deploy or stow the reverser when
three conditions are satisfied. Those conditions are the fire handle switch
must be down, the Capt’s or F/O’s (LRRA) Low Range Radio Altimeters is
less than 10’, and the aircraft is in the ground mode. The failure of any of
these electrical signals will cause the spring-loaded isolation valve to
close. Electrical power source for the thrust reverser system is supplied
by the battery bus.
• The standby hydraulic system may also be used as an alternate source

of hydraulic pressure in case of system A or system B pressure failure.
The standby system has incorporated within the pressure lines hydraulic
fuses. This will prevent the total loss of the standby hydraulic system
due to a rupture in the thrust reverser pressure lines. (Oral Topic)
Deployment rate will be slower when using the standby system. Condi-
tions permitting limit reverse thrust up to 70-82% N1. Reverse thrust
during taxi should be only used.

Picture B737-200/300
• The one thrust reverser may be inoperative for dispatch provided it is

secured closed. Your maintenance department will secure the reverser
by using special procedures as outlined by the manufacturer’s mainte-
nance manual. Special deactivation pins (two per translating sleeve)
should be installed. These deactivation pins can be visible during pre-
flight inspections. One reverser light, located on the aft overhead panel,
may also be inoperative for dispatch provided the respective reverser is
locked in the forward thrust (closed) position. Review your performance
manual for possible limitations with inoperative reversers on wet, slippery,
or contaminated runways. Refer to your MEL.
Reverser Unlocked Light (300)
• The reverser unlocked light is located on the forward flight instrument

panel. The illumination of this amber light indicates that either of the two
reverser sleeves has mechanically unlocked. A false indication malfunc-
tion may also cause this warning light to illuminate. As a quick review,
movement of the reverser sleeves prevents forward movement on the
thrust levers. Therefore, should this light illuminate, check forward move-
ment of the thrust levers. If movement is unrestricted, operate the
engine normally. Use caution not to actuate the reverse lever. If the
thrust lever is restricted, operate at idle thrust or accomplish the Engine
Failure and Shutdown checklist. A 12 second timer is provided within the
system as a safety delay function.
Power Management Control - PMC (300) Limitation
• The Power Management Control (PMC) system has been designed to

provide an electronic override on the Main Engine Control (MEC). This
control includes setting corrected fan speed as a function of power lever
angle (PLA) and to provide protection against excessive core and fan
speed. The control of fan speed provides a constant percentage of rated
thrust for the given flight condition. The protection of excessive fan
speed also reduces the possibilities of transient EGT overshoots. Inputs
to the PMC include inlet temperatures & pressures, N1 speed, and power
lever angle positions.
• The PMC has also be designed to provide a visual warning of a possible

system failure. This warning is indicated by a PMC induced slow N1 drift
that extends for approximately 30 seconds. At the end of the 30 second
drift, the amber PMC INOP light will illuminate.

B737-200/300
Reverser Light (300)
• The illumination of the amber reverser light indicates two possible condi-
tions. The light will illuminate during normal operations when the reverser
system is directed to stow and will extinguish approximately 12 seconds
when the reversers sleeves are stowed and the isolation valve has
closed. If the light illuminates any other time, it is to alert the crew of a
subsequent system failure that may cause uncommanded reverser de-
ployment. (Oral Topic) To detect possible system failures, a thrust
reverser comparator has been designed to sense disagreement in the
following areas:
1. Isolation valve and selector valve (position is in disagreement).
2. Reverser sleeve position sensors (asymmetric for more than 2 sec).
• (Oral Topic) Protection for unwanted thrust reverser movement has been
provided through the auto-stow circuit. A thrust reverser comparator has
been added to compare thrust lever position and reverser sleeve position.
Should the reverser sleeve fail to stow to the full closed stowed position
or if uncommanded movement of the reverser sleeves to the deployed
position, the auto-stow circuit will command hydraulic pressure to stow
the sleeves. Important note, once the circuit has acted, the isolation
valve remains open and the selector valve is held to the stow position
until maintenance has corrected the problem or until the thrust reverser is
deployed on the ground.
Power Management Control Switch Light (300) Limitation
• The power management control switch light is located on the PMC control
panel. The upper and lower indicator switch displays the operating status
of the PMC and provides warning of a possible failure to the PMC sys-
tem. The upper two-position white switch light when illuminated ON
B737-200/300
indicates the power management control system has been selected on.
With the system selected OFF, the indicator will display a blank view.
The lower amber INOP caution light indicates the PMC is inoperative
when engine speed is above 46% N2. The selection of the PMC to the
OFF position will also illuminate this amber caution light. The INOP light
function is inhibited below starter cutout engine speed. The illumination
of this amber light will also cause the illumination of the Engine Annuncia-
tor and Master Caution lights.
• Pilot action for a PMC failure requires the PMC to be selected OFF and
to manually adjust the thrust levers as needed. The flight may be
continued with the auto throttle selected ON for required thrust control.
Observe all engine limitations. For dispatch purposes, the PMC may be
inoperative provided both PMC’s are selected off and AFM appendix
performance corrections are followed. Additional requirements included
reduce thrust takeoffs are prohibited and the setting of takeoff thrust no
later than 60 kts with no further adjustments unless engine limitations are
exceeded. Refer to your MEL for further operating requirements and
procedures.
Idling System - Main Engine Control (300)
• The B737-300 has two systems available that control the idle status of
inflight engine control. These systems are known as either modified or
unmodified engine idle speed control. The following information contains
the description of both systems.
Modified Engine Idle Speed Control (300)
• Aircraft that has the modified engine idle speed control has two levels of
engine idle speed available. Those two levels are known as either high or
low idles. During all inflight operations, the engine idle speed will operate
at a high idle level. The average high idle speed of 30% N1. This high
idle speed may vary with temperature and altitude factors. (Oral Topic)
Upon landing, the engine idle changes to low idle. This change from high
to low occurs after a four second delay. This time delay enhances
engine acceleration during reverse thrust application.

B737-200/300
Unmodified Engine Idle Speed Control (300)
• Aircraft that has NOT been modified with high inflight engine idle speed
control has a different type of idle speed control available. These aircraft
still have the two levels of engine idle speed, but idle functions are
somewhat different. During inflight operations, the engine idle speed may
operate at high or low idle. The engines will operate at high idle anytime
one or both engine anti-ice switches have been selected ON and when-
ever the flap lever is position 15 or greater. At all other times, the
engines will operate at low idle. (Oral Topic) Upon landing, the engine idle
changes from high to low idle. This change occurs after a four second
delay. This time delay enhances engine acceleration during reverse
thrust application.
Low Idle Light (300) (as installed)
• The low idle light is located on the PMC control panel. The illumination of
this amber caution light indicates one or both thrust levers is near the idle
position and the MEC has not been directed to maintain high idle during
the flight phase. Low idle may be referred as the speed of either engine
below 25% N1 while airborne and high idle is considered as 30% N1.
This low idle caution light function is deactivated whenever the engine
start lever is in the CUTOFF position.
• For aircraft that have autothrottles connected to the FLT position of the
Engine Start Switch circuit, the illumination of the low idle light indicates
the engine is operating below 45% N1 above 500’ radio altitude. This low
idle caution light function is deactivated whenever the engine start lever
is in the CUTOFF position.
• For aircraft that has not been incorporated with Service Bulletin 737-
77A1026, the illumination of the low idle light indicates that the flaps are
15 or greater and one or both engines are operating below high idle RPM
while airborne. This condition occurs when the engine anti-ice switch
has been selected ON, the cowl anti-ice valve is open and the thrust
lever is near idle, and the MEC has not been directed to increase engine
idle from low to high during the flight phase.

B737-200/300
Service Interphone System (200/300)
• The service interphone system provides communication between the

flight deck, cabin attendants, and ground personnel. The flight crew may
communicate by using the handset or the audio selector panel controls.
The cabin attendants may communicate by using either the forward or aft
cabin handsets. Ground personnel may communicate at any one of the
seven interphone stations. Those stations are located at the external
power panel, APU access panel, wing refueling station, FWD right wheel
well, FWD left wheel well, aft passenger cabin ceiling, and at the elec-
tronic equipment rack area.
• The flight deck to cabin, to flight deck, or the cabin to cabin service
interphone system may be inoperative for dispatch providing alternate
communications procedures are established. These alternate procedures
must include communication procedures for normal and emergency situa-
tions. In addition, the PA system must operate normally. The visual
alerting portion of the interphone system may also be inoperative for
dispatch provided the PA system operates normally.
Service Interphone Switch (as installed)
• The service interphone switch is located on the aft overhead panel. The
selection of the two-position switch to the ON position, connects the
external jacks to the service interphone system. When selected to the
OFF position, the external jacks are deactivated. The OFF position has
no effect on internal communications on the flight deck or cabin areas.

B737-200/300
External Power Interphone Station (200/300)
• Connects the ground crew to the flight interphone system. The service
interphone jack connects the ground crew to the service interphone sys-
tem if the service interphone switch has been selected ON.
Flight Interphone System (200/300)
• The flight interphone system provides private and independent communi-

cations between cockpit crewmembers without intrusion from the service
interphone system.
White Dome Light Switch (as installed)
• The three-position white dome switch is located on the aft overhead

panel. The switch controls the two overhead white lights. With the loss
of all AC power, the white dome lights will be powered by the battery bus.
• (Oral Topic) With the loss of all AC power, the following lights will be
available (powered by the battery bus):
1. Standby compass light.
2. White dome lights.
3. Emergency flood lights.
4. Various system-warning lights.
• (Oral Topic) With the battery switch selected OFF and external power
connected, the following lights will be available (powered by the hot
battery bus):
1. Dim entry lights.
2. Fluorescent mirror lights in the lavatories.

B737-200/300
White/Red Dome Light Switches (as installed)
• The two-position white dome switch is located on the aft overhead panel.
The ON/OFF switch controls the two overhead white lights. The red dome
light controller controls the variable intensity red dome lights overhead on
the sidewalls.
Audio Selector Panel (overview)
• The Audio Selector Panels (ASP) installed on the B737 consists of

several different designs. We have chosen two of the most prevalent
types installed on the B737-200 and B737-300 models. Basic functions
of each type of ASP are the same, they serve as independent communi-
cation control panels for individual crewmembers or for the flight deck
observer. Each crewmember has the capability to select and control
required radio, navigation, interphones, and PA functions. A transmitter
selector is located on each ASP for individual crewmember use. Trans-
missions can be made by using the boom microphone or the oxygen
mask. The ASP has no affect or control on the functions of the GPWS
system, altitude alert system, and/or the windshear alert system. The
audio selector panel may be inoperative for dispatch provided only the
inoperative panels are in excess of those required for flight deck
crewmembers.
ASP - Receiver Switch (panel 1085)
• The individual receiver switch allows the reception of the respective com-
munication system or navigation receiver. Multiple switches may be
selected to the UP position at any one.

B737-200/300
ASP - Transmit Light (panel 1085)
• The green transmit light is located just above the receiver switch. The
illumination of this light indicates the transmitter selector has been se-
lected to this position, thus allowing transmission to the selected radio or
PA.
ASP - Transmitter Selector (panel 1085)
• The transmitter selector is located directly under the receiver switches.

The selector may be rotated to the respective communication system for
subsequent transmission. For PA selection, selector should be pulled up.
Reception is also possible over the selected system regardless of
whether the associated receiver switch is ON. Located within the center
of the selector, is the volume control. Rotating the control knob adjusts
volume of all receivers.
ASP - Filter Switch (panel 1085)
• The three-position filter switch is located to the right of the transmitter

selector. The switch controls the audio reception from the VHF, NAV and
ADF radios. Selected to the VOICE position, the ASP will receive voice
audio only. Selected to the RANGE position, the ASP receives station
identifier audio only. Selected to the BOTH position, the ASP receives
both voice and range audio.
ASP - PTT Switch (panel 1085)
• The PTT switch (Push To Talk) is located to the left side of the transmit-
ter selector. Selecting the PTT switch, keys the oxygen mask or boom
microphone for transmission.
ASP - Oxygen/Boom Switch (panel 1085)
• The two-position oxygen/boom switch is located to the left of the PTT

switch. Selection of the OXYGEN position provides oxygen mask trans-
missions capabilities. The selection of the BOOM position provides
boom microphone transmission capabilities. The PTT switch on the
pilot’s control wheel can also be used to transmit when using the oxygen
or boom microphone.

B737-200/300
Limitation
ASP - Receiver Switch (panel 1086)
• Pressing DOWN the individual receiver light-switch allows the reception

of the respective communication system or navigation receiver and the
illumination of the internal light. Pressing the switch a second time,
deselects the receiver and the switch returns to the UP extinguished
position. The switch may be rotated to control the volume of the selected
receiver. Multiple switches may be selected at any one time.
ASP - Transmitter Selector (panel 1086)
• The transmitter selector is located on top of the receiver switches.

Pressing DOWN with the individual transmitter light-selector allows the
transmission of the respective communication system or navigation re-
ceiver and the illumination of the internal light. Only one selector switch
may be depressed at any one time. Depressing any other switch, dese-
lects the first switch. The switch-selector labeled INT is used with the
CAB/SERV INT receiver switch and/or the I/C receiver switch.
Interphone transmission requires both INT and the receiver switches to
be selected to the ON position.
ASP - Amplifier Switch (panel 1086)
• The amplifier switch is located on the bottom left corner of the ASP
panel. It is used to select the desired amplifier for the ASP.

B737-200/300
ASP - ALT/NORM Switch (as installed) Picture
• The two-position ALT/NORM switch is located on the bottom left corner

of the ASP panel. When selected to the ALT position, the ASP will
operate in a degraded mode. Selecting the NORM position, the ASP will
operate normally.
ASP - PTT Switch (panel 1086)
• The three-position PTT switch (Push To Talk) is spring loaded to the

neutral position. Selecting the PTT switch to the R/T position, keys the
oxygen mask or boom microphone for transmission as selected by the
transmitter selector. The selection of the I/C position, keys the oxygen
mask or boom microphone for transmission over the flight interphone
system. This position bypasses the transmitter selector controls.
ASP - MASK/BOOM Switch (panel 1086)
• The two-position mask-boom switch selects the oxygen mask or the

boom microphone for communications.
Flight Crew Oxygen Indicator (200)
• The flight crew oxygen indicator displays pressure values as sensed at

the crew oxygen cylinder. The flight crew oxygen system is completely
independent from the passenger oxygen system. The single-bottle sys-
tem is normally charged to a pressure value of 1850 psi.

B737-200/300
• Minimum dispatch pressures are 1100 psi, but may vary depending on
the size of the cylinder installed and the duration of the flight. Refer to
your operations manual for minimum pressures. The crew indicator may
be inoperative for dispatch provided an alternate procedure is used to
verify that the oxygen supply is above the minimum dispatch levels.
Refer to your MEL.
• A common oral question asked by many examiners is referenced to the

requirement of having the battery switch either ON or OFF when reading
the indicator during preflight. The battery switch must be in the ON
position to read the flight crew oxygen indicator.
Passenger Oxygen Indicator (200)
• The passenger oxygen indicator displays pressure values as sensed at

the passenger oxygen cylinder. The passenger oxygen system is com-
pletely independent from the flight crew oxygen system and is of a
continuous-flow design. The dual-bottle system is normally charged to a
pressure value of 1850 psi. Minimum dispatch pressures are 1100 psi,
but may vary depending on the size of the cylinders installed and the
duration of the flight.

three ways of activating the passenger oxygen system. The system can
be activated by:
1. Automatic activation of the system when the cabin altitude reaches
14,000’ (via the pneumatic continuous flow control unit).
2. Activation of the passenger oxygen switch on the aft overhead panel
(electro-pneumatic continuous flow unit).
3. Manual activation of the cockpit floor-mounted manual-reset activa-
tion handle.
• Passenger oxygen is provided by oxygen masks that will drop from the
passenger service unit (PSU). Each PSU may contain 3 or more mask,
depending upon configuration installed. The flow of oxygen to the pas-
senger mask is initiated when the mask is pulled down, causing the
actuator pin to be withdrawn from the unit.
• A common oral question refers to the flow rate and the oxygen dilution
levels. Oxygen flow is at a constant rate and is diluted by cabin air in
variation with cabin altitude. Because of this diluted oxygen supply, DO

B737-200/300
NOT use the passenger oxygen system when smoke or fire is present.
When the cabin altitude is below 14,000’, the entire passenger system
may be shut-off by using the manual-reset handle located in the cockpit.
An individual oxygen mask flow can be terminated at the PSU by rein-
stalling the actuator pin.
• The passenger indicator may be inoperative for dispatch provided an

alternate procedure is used to verify the oxygen supply is above the
minimum dispatch levels. The entire passenger system may be inopera-
tive for dispatch provided the flight is not conducted where the minimum
enroute altitude is above 14,000’ MSL, both A/C packs are operating
normally, the pressurization system is operating normally, the flight is
conducted at or below FL250, portable oxygen units are provided for 10%
of the passengers, and all passengers are appropriately briefed by the
crew. Refer to your MEL.
Passenger Oxygen Indicator Light (200)
• The passenger oxygen indicator light is located within the oxygen control
panel on the aft overhead panel. The illumination of this amber caution
light indicates oxygen pressure is being sensed within the passenger
oxygen system following system activation.
Passenger Oxygen Switch (200)
• The two-position passenger oxygen switch is located under the passen-

ger and crew oxygen indicators. The passenger oxygen switch is always
in the guarded NORM position unless the switch has been manually
selected to the ON position. The NORMAL position provides for the
automatic activation of the passenger oxygen system should the cabin
altitude exceed 14,000’. This automatic activation will cause the oxygen
mask to drop from all cabin PSUs. Manually selecting the ON position of
the passenger oxygen switch will also activate the oxygen system and
drop all mask. This function should be used if the automatic function
fails to lower mask.
• The automatic presentation or function of the passenger oxygen deploy-

ment system, as listed under the PSU classification, may be inoperative
for dispatch provided the manual deployment function of the system is
operating normally and the flight remains at or below FL 300. Refer to
your MEL.

B737-200/300
Manual Actuation and Reset Handle (200)
• The manual actuation & reset handle is located on the floor of the flight
deck. Opening the floor door allows access to the handle. The three-
position reset handle allows the manual activation or manual resetting of
the passenger oxygen system. Moving the handle to the PULL ON
position will activate the oxygen system. Pushing the handle in for 5
seconds, closes the oxygen flow control valves and resets the system
when cabin altitude is below 14,000’.

B737-200/300
Flight Crew Oxygen Indicator (300) Picture
• The flight crew oxygen indicator displays pressure values as sensed at

the crew oxygen cylinder. The flight crew oxygen system is completely
independent from the passenger oxygen system. The single-bottle sys-
tem is charged to a pressure value of 1850 psi. Minimum dispatch pres-
sures are 1100 psi, but may vary depending on the size of the cylinder
installed and the duration of the flight. Refer to your operations manual
for minimum pressures. The crew indicator may be inoperative for dis-
patch provided an alternate procedure is used to verify the oxygen supply
is above the minimum dispatch levels. Refer to your MEL.

requirement of having the battery switch either ON or OFF when reading
the indicator during preflight. The battery switch must be in the ON
position to the read the flight crew oxygen indicator. The pressure sens-
ing element uses 28V DC power, supplied by the battery bus, to operate
the oxygen indicator.
Flight Crew Oxygen System (300) Picture
• The flight crew oxygen system is designed as a diluter-demand system.

Oxygen flows from a high pressure storage cylinder (1850 psi) through a
pressure reducing regulator. The pressure regulator reduces pressure
and flow to approximately 75 psi. Should this regulator fail, a 100 psi
relief valve has been added to discharge the oxygen into the shroud of
the cargo compartment.
Flight Crew Oxygen Masks (300) Picture Picture
• The flight crew oxygen mask has been designed to incorporate a regula-
tor-type system that provides oxygen either in a diluted or 100% O2
format. The bottom portion of the mask contains the regulator control
functions. The crew member has the option of selecting NORMAL or
100% oxygen. An EMERGENCY control knob has also been provided
that changes the flow of the regulator from diluter demand to steady flow
when the knob has been rotated.
• The mask also contains a self-test feature. When pressing together the
RESET-TEST lever and PRESS TO TEST knob, oxygen flow is allowed
into the mask. Flow can also be checked by the flow indicator.

B737-200/300
• The entire oxygen mask/regulator is stored in a metal-box which is
mounted on the sidewall next to the pilot seat. The oxygen mask con-
tainer has been designed with a shutoff valve mechanism that prevents
unwanted oxygen flow inside the box. This mechanism is designed with
the door closing latch.
• (Oral Topic) Dilute demand is available to 40,000’. Supply mask pres-

sure is approximately 80-85 psi.
Picture
Passenger Oxygen Switch (300)
• Located to the right of the flight crew oxygen indicator are the passenger
oxygen controls. The PASS OXYGEN switch allows deployment of the
passenger mask either automatically or by flight crew activation. The
automatic feature of the switch consists of a pressure switch located in
the E/E compartment. Should the cabin altitude reach 14,000 feet, a
electrical circuit is completed and the solenoid controlled doors of the
PSU opens. With the doors in the open position, the passenger oxygen
masks will fall free, allowing free access of the masks for the passen-
gers. This automatic feature is available when the passenger switch is in
the guarded NORMAL position. The ON position of the passenger switch
provides the means of manually activating the solenoid control functions
of the PSU doors.

B737-200/300
Passenger Oxygen On Light (300)
• The amber passenger oxygen ON light is located to the lower left side of
the passenger oxygen switch. The illumination of the light indicates the
solenoid controlled circuit has be energized. This circuit uses 28V DC
power as provided by the battery bus.
Passenger Oxygen System (300)
• The passenger oxygen system provides emergency supplemental oxygen

to the passengers via chemical oxygen generators. The generators are
located in each passenger, flight attendant and lavatory service units.
• Each individual oxygen generator is activated only when any of the vis-
ible passenger oxygen masks are pulled downward. The pulling action on
the mask and lanyard releases a firing pin that initiates the process.
Pulling one mask down will cause all the masks in that unit to have 100%
oxygen flow available after a 10-second delay. The actual process of
activation includes the releasing of a firing pin that strikes an internal
primer which initiates the chemical reaction (NaCL03 + Fe = NaCL + FeO
+ O2). Once the chemical action has started, it can not be terminated or
interrupted until the process has been completed. A green in-line flow
indicator is visible in the transparent oxygen hose, indicating oxygen flow
to the mask. Oxygen flows for approximately 12 minutes and cannot be
shutoff.

B737-200/300
• Normal internal pressure is 10 psi. A relief valve on the generator will
release pressure at 50 psi. Caution should be used when the system has
been activated, surface temperature of the unit may generate heat as
high as 4500F. A heat sensitive tape on the generator unit has been
provided to give a visual warning that the unit has been expended. A
black discoloration of the tape is an indication of the expenditure of the
unit.
• (Oral Topic) A common oral question asked by many examiners is

referenced to the two ways of activating the passenger oxygen system.
The system can be activated by:
1. Automatic activation of the system when the cabin altitude reaches
14,000’ (via the pressure switch).
2. Activation of the passenger oxygen switch on the aft overhead panel
(manual activation of the solenoid circuit).
Flight Crew Oxygen Shutoff Valve (200/300)
• The flight crew oxygen shutoff valve is located on the right cockpit
bulkhead, behind the first officer’s seat. Turning the knob counterclock-
wise allows oxygen to flow to each flight deck station. Turning the knob
clockwise shuts off oxygen flow.
Flight Crewmember Oxygen Panel (as installed)
• The flight crewmember oxygen panel (FCOP) is located at each pilot and
observer station. The panel consists of emergency lever, flow indicator,
supply lever, and oxygen diluter lever.

B737-200/300
(FCOP) Emergency Lever (as installed)
• The two-position emergency level is located on the left side of the flight
crewmember oxygen panel. The ON position supplies 100% oxygen
under positive pressure to the crewmember’s oxygen mask The OFF
position selects off the emergency lever control, the oxygen and air
mixture is now controlled by the oxygen diluter lever.
(FCOP) Oxygen Diluter Lever
• The two-position oxygen diluter lever is located on the center section of

the flight crewmember oxygen panel. The 100% position provides pure
oxygen on demand to the crewmember. The NORMAL position provides
a variable mixture of oxygen and cabin air to the crewmember based on
cabin altitude.
(FCOP) Oxygen Supply Lever
• The two-position OFF/ON oxygen supply lever controls the oxygen supply
to the regulator.
(FCOP) Oxygen Flow Indicator
• The oxygen flow indicator indicates oxygen flow through the regulator to
the mask.
Portable Passenger Oxygen (as installed) Picture
• There are 4 cabin oxygen cylinders normally installed on the B737. The
cylinders are fitted with a pressure gauge, pressure regulator, and an ON/
OFF control valve. The cylinders are pressurized to 1800 psi, with a
capacity of 4.25 cubic feet (120 liters) of oxygen. Each bottle has two
continuous flow outlets. One outlet provides a flow rate of two liters per
minute, and the other outlet provides a flow rate of four liters per minute.
The four liters per minute outlet has been designated for first aid pur-
poses. Duration can be determined by dividing 120 liters by 4 liter/mn,
therefore, the bottle provides 30 minutes of normal use. Portable oxygen
bottles (POB) can be used for therapeutic purposes or as walk-around
units. Do not allow the POBs pressure drop below 500 psi. The reason
for the 500 limitation, is to meet FAA 15 minute flight attendant “walk-
thru” requirements.

B737-200/300
Portable Crew Oxygen (as installed)
• The flight crew portable oxygen system consists of a oxygen cylinder,

pressure regulator, ON/OFF valve, and a pressure gauge. The unit
installed has been designed as a portable full face and respiratory protec-
tion system. The cylinder is charged to 1800 psi, and contains 311 liters
of oxygen. Duration of this cylinder is approximately 103 minutes using
the 3 liter constant flow outlet. The portable system provides the capa-
bilities of offering both demand and constant flow oxygen. The regulator is
of a demand design, with a full-face mask attached to it. A second
fitting provides constant flow oxygen.
• Four portable oxygen dispensing units (mask and bottle) are normally
installed, two units are required for dispatch. Any in excess of those
required by FAR regulations may be missing or unserviceable provided
the proper distribution of the remaining bottles is maintained throughout
the aircraft. The bottles that are not properly serviced must be replaced
or serviced at the next available maintenance facility. Refer to your MEL.
Personal Breathing Equipment (PBE) Smoke Hoods (as installed)
• Five PBEs are normally installed throughout the aircraft. Four units are
required for dispatch. Any in excess of those required by FAR regula-
tions may be inoperative.
Flight Crew Oxygen Mask (300)

B737-200/300
Flight Data Recorder (as installed)
• There are several different types of Flight Data Recorders (FDR) available
for the B737. Only the two most common types will be discussed in this
review. The flight recorder has been designed to provide a permanent
tape record of various system and operational technical data. The unit is
sealed in a fire-resistant container to safeguard this data. Technical data
that is recorded includes airspeed, altitude, heading, vertical acceleration,
and elapsed time. The flight recorder is normally located behind an
access door in the aft cabin ceiling, just forward of the aft pressure
bulkhead.
• The flight data recorder provides a continuous 25 hour record of the

aircraft’s parameters. Recording occurs anytime the unit is being pow-
ered. Electrical power for the unit is provided by the No.1 transfer bus
and the battery bus. During ground operations, the recording process
begins when engine No.1 or engine No.2 35 psi oil pressure switch
closes. This function of the oil switch is bypassed during flight opera-
tions. The flight data recorder will remain operating and recording as long
as power is being provided to the unit. This includes the case scenario of
a dual engine flameout.
• The flight data recorder may be inoperative for dispatch provided the
cockpit recorder is operating normally and repairs to the unit is made
within three flight days. Refer to your MEL.

B737-200/300
• FAR regulations states the flight data will not be used in determining any
certificate action or civil penalty, arising out of an accident or occurrence.
The flight data recorder will only be used in determining the causes of
accidents and occurrences under investigation by the NTSB.
(FDR) Trip and Date Selectors (panel 1096)
• The trip and date selectors are located to the left center of the FDR
panel. By rotating the selector, the trip’s date and number can be
inserted and recorded on the tape.
(FDR) Recording Time Remaining Indicator (panel 1096)
• The recording time remaining indicator is located to the right center of the
FDR panel. This portion of the recorder is not normally used since the
FDR provides a continuous 25 hour record of the aircraft’s parameters.
Any indication noted on the indicator, will be shown as valves above
zero.
(FDR) Event Switch (panel 1096)
• The event switch-button is located to the lower right side of the flight data
recorder panel. Pressing the switch-button will transcribe a mark on the
tape to identify the time of an event. Do not press the switch-button until
after the trip and date light is extinguished.
(FDR) Trip and Date Light (panel 1096)
• The amber trip and date light is located directly below the recording time
remaining indicator. The illumination of this light indicates trip and date
information is being recorded. The 15 minute transcribing cycle does not
interfere with the recording of other information.
(FDR) Repeat Switch (panel 1096)
• The repeat switch-button is located to the left side of the amber trip and
date light. Pressing the button-switch will initiate the transcribing process
of the trip and date data.

B737-200/300
(FDR) OFF Light (panel 1096)
• The illumination of the amber OFF Light indicates the recorder is not
operating or the test is invalid. The illumination may also indicate power
failure, loss of input data, or a electronics malfunction.
(FDR) Flight Recorder Test Switch (panel 1096)
• The flight recorder test switch is a two-position guarded switch. The

NORMAL position of the switch has two functions of operations. During
ground operations, the FDR will only operate when power is being sup-
plied and one of the two 35 psi oil switches has closed. During flight
operations, the FDR will operate anytime power is being supplied to the
unit (regardless of the condition of the oil pressure switch).
• The TEST position of the flight recorder test switch has been provided to
enable the unit to bypass the engine oil pressure switches and the air
ground switch to power the flight recorder on the ground. Electrical power
must be available to the flight data recorder for this TEST function to
occur. A valid test is indicated by the flight recorder OFF Light extin-
guishing and the illumination of the trip and date light.

B737-200/300
(FDR) Documentary Data Thumbwheel Switches (panel 1097)
• The documentary data thumbwheel switches are located on the top center
of the FDR panel. The thumbwheel switches are rotated to enter date
and flight identification data. The information concerning day, month,
flight number, and leg identification can be inserted for recording.
(FDR ) FDAU Fault Light (panel 1097)
• The flight data acquisition unit fault light is located on the lower left corner
of the FDR panel. The illumination of this amber light indicates a fault
has been detected in the acquisition unit. Pilot action is to reset system
circuit breaker and contact maintenance. Refer to the description section
of the ground test switch for additional information concerning light illumi-
nation during ground testing.
(FDR) DFDR Fault Light (panel 1097)
• The digital flight data recorder is located directly under the amber FDAU
caution light. The illumination of this amber light indicates a fault has
been detected in the digital recorder. Pilot action is to reset system
circuit breaker and contact maintenance. Refer to the insert switch
located next to the FDAU and DFDR caution lights. Pressing the switch
will record documentary data.

B737-200/300
(FDR) Data Insert Switch (panel 1097)
• The data insert switch is located to the right side of the FDAU and DFDR
lights. Pressing the button, records documentary data.
(FDR) Event Marker Switch (panel 1097)
• The event marker switch is located to the right of the data insert switch.
Pressing the switch-button will transcribe a mark on the tape to identify
the time of an event.
(FDR) Ground Test Switch (panel 1097)
• The two-position ground test switch is located on the lower right corner of
the FDR panel. Lifting the guarded switch and selecting the ground test
feature, performs the self test. Observe the FDAU and DFDR lights are
extinguished for a minimum of 15 seconds. If the recorder is not operat-
ing, or the test is invalid, the FDAU and/or the DFDR light(s) will remain
illuminated or re-illuminates within the 15 second test period. Aircraft or
external electrical power are required when performing this test.
(FDR) Status Light Test Switch (panel 1098)
• The status light test switch provides the means to test the FDAU and
DFDR lights. Selecting this light test button, does not perform a system-
wide test of the flight data recorder.

B737-200/300
Mach Airspeed Warning Test Switch (200 - panel 1099)
• The mach airspeed warning test switch is located on the aft overhead
panel. Pressing the switch-button performs a test of the wire continuity
of the aural clacker warning system. A valid test is indicated by the
sounding of the aural clacker warning.
• The mach airspeed warning system is independent from other flight in-
strument systems, it provides an aural warning anytime the maximum
operating speed is exceeded. The aural warning clacker can only be
silenced by reducing airspeed. Inputs are received from the No.1 auxil-
iary pitot-static system. See pitot-static system schematic for reference.
• The mach airspeed warning system may be inoperative for dispatch

provided both mach indicators are operating normally. If the overspeed
clacker occurs earlier than programed, aircraft speed must remain below
the point at which the clacker sounds. If the overspeed clacker occurs
below M.78, the system must be deactivated by pulling the respective
circuit breaker and observe all speed limitations. If the system is com-
pletely inoperative, the following speed limitations apply:
1. Mmo - .78 above FL 230.
2. Vmo - 340 LIAS below FL 230. (Refer to your MEL).
Mach Airspeed Warning Test Switch (300 - panel 1100)
• The mach airspeed warning test switch is located on the aft overhead
panel. Pressing either switch-button performs a test of the wire continuity
of the respective aural clacker warning system. A valid test is indicated
by the sounding of the aural clacker warning.

B737-200/300
• The mach airspeed warning system is independent from other flight in-
strument systems, it provides an aural warning anytime the maximum
operating speed is exceeded. The aural warning clacker can only be
silenced by reducing airspeed. The No.1 mach airspeed system receives
inputs from the No.2 auxiliary pitot-static system. The No.2 mach air-
speed system receives inputs from the No.1 auxiliary pitot-static system.
See pitot-static system schematic for reference.
• One or both of the mach airspeed warning systems may be inoperative

for dispatch provided both mach indicators are operating normally. If the
overspeed clacker occurs earlier than programed, aircraft speed must
remain below the point at which the clacker sounds. If the overspeed
clacker occurs below M.76, the system must be deactivated by pulling
the respective circuit breaker and observe all speed limitations. If the
system is completely inoperative, the following speed limitations apply:
1. Mmo - .76 above FL 230.
2. Vmo - 330 KIAS below FL 230. (Refer to your MEL).
Stall Warning Off Light (200)
• (Oral Topic) The illumination of the amber stall warning off light indicates
one of the following failures has occurred: heater failure of the angle
airflow sensor, system signal failure, and/or electrical power failure to the
entire system. To determine which component of the stall warning sys-
tem is inoperative, simply perform the TEST. If the light remains illumi-
nated, then the heating component has failed. If the light extinguishes
itself and the indicator (spinner) fails to rotate, then the stall warning
system continuity is inoperative.
Stall Warning Switch (200)
• The three-position stall warning switch is located to the right side of the
stall warning panel. The switch is normally selected to the NORMAL
position. With the switch in the NORMAL position, electrical power is
available for the internal heater of the angle airflow sensor.

B737-200/300
• (Oral Topic) The internal heating feature is only available when the No.1
engine is operating and/or when the air ground safety sensor is in the air
mode.
• (Oral Topic) The TEST position of the stall warning switch has been
designed to test the system with the No.1 engine operating or not operat-
ing. The visual test indications for each condition is a common area of
interest of examiners during orals. With the No.1 engine not operating,
movement of the test switch to the TEST position will cause the OFF
light to extinguish, the rotation of the test indicator, and the vibration of
the control columns. The OFF light will illuminate again after the test has
been completed. Performing the test with the No.1 engine operating, will
cause the rotation of the test indicator and the vibration of the control
columns. The OFF light will remain extinguished during and after the
test. The movement of the stall warning switch to the HTR OFF locked
toggle position, removes electrical power from the angle airflow sensor.
This position of the stall warning switch is normally used for various
types of maintenance checks and is not normally used by flight crews.
Stall Warning Test Indicator (200)
• The black and white test indicator disc has been provided to give a visual
indication of the electrical continuity through the angle airflow sensor and
flap position transmitter during system testing.
Stall Warning System (200)
• The stall warning system has been designed to provide the flight crew
advance notice of an impending stall. Design regulations requires this
advance warning to occur at a minimum of seven percent above the
actual stall speed. This artificial warning is provided by the control
column shaker (stick shaker). At seven percent above stall, the stick
shaker alerts the crew of the impending stall. The design of the B737
also provides a “natural buffet” warning to occur just prior to the actual
stall. The stall warning system components consist of a control column
shaker, heated angle of airflow sensor, flap position sensor, stall warning
amplifier, air/ground safety sensor, and the stall warning panel. The stall
warning system is deactivated on the ground by the air/ground safety
sensor. The stall warning system must be operative for dispatch. Refer
to your MEL.

B737-200/300
Stall Warning Test Switch (300)
• The stall warning test switches have been provided to test the respective
stall warning system during ground operations. Selecting the respective
button (on the ground), initiates the test sequence of the stall warning
computer. A successful self-test is indicated by the operation of the
respective stick shaker. This test feature is inhibited during flight opera-
tions. A 20-second cutout feature has been incorporated within the
system to prevent excessive shaker motor operation.
Stall Warning System (300) Picture
* The normal stall warning trigger point is derived from the inputs from the
left angle of airflow sensor, on the fuselage exterior below the left main
window, combined with inputs from the flap position transmitter. The right
main gear ground sensor inhibits stall warning operation on the ground.
This inhibit signal is overridden by airspeeds greater than 160 knots. The
power source for the stall warning system comes from 28V DC and 115V
AC; computer No.1 from the standby bus and computer No.2 from elec-
tronics power bus No.2.

B737-200/300
Master Fire Warning Lights (200/300)
• The red master fire warning switch-light is located on either side of the
center lightshield panel. The illumination of this warning light indicates a
red warning light on the fire protection panel (center console) has illumi-
nated. This may be caused by the testing of the fire protection system
or an actual fire has been detected. In addition to this visual warning of
a possible fire, the aural indication of the fire alarm bell sounding will
occur. Should the aircraft be on the ground when this occurs, the
remote APU horn will also sound. These lights will remain illuminated
as long as the situation is present.
• The master fire warning switch-light also functions as a switch. Press-

ing the light unit, extinguishes both fire warning lights, silences both
alarm bells (fire and APU), and resets the system for additional warn-
ings.
• (Oral Topic) The significance of the red warning light is to stress the
importance of the situation and that the situation requires immediate
corrective action by the flight crew. Many examiners may ask the
applicant to describe the major systems of the aircraft that have red
warning lights associated with them. Those systems include the engine,
APU, landing gear, wheel well, and the autopilot disconnect.
Master Caution Lights (200/300)
• The amber master caution light is located on either side of the center
lightshield panel. The illumination of this caution light provides a visual
cue that a “system annunciator” light has also illuminated somewhere
outside the normal field of vision of the pilot. Both caution lights will

B737-200/300
remain illuminated as long as the non-normal situation remains. Press-
ing either light/switch, extinguishes both master caution lights, extin-
guishes the respective system annunciator light, and resets the master
caution system for further non-normal conditions.
• (Oral Topic) A commonly asked subject by examiners concerning the

master caution system, refers to single system failures and the illumina-
tion of the amber master caution light. Most single system failures do
not illuminate the amber master caution lights, but are stored within the
caution alerting system for pilot recall. Pressing either system annun-
ciator panel, recalls the single failure (and any other faults that may
exist), and displays the respective fault on the annunciator panel.
• The master caution warning system must be operative for dispatch.

The push-to-test function of the light/switch may be inoperative provided
the intended function of the caution warning system has been verified
operational prior to dispatch. Refer to your MEL.
System Annunciator Panel (200/300)
• The amber system annunciator panel is located on either side of the

center lightshield panel. The illumination of any amber caution light on
this panel provides a visual cue that a “non-normal condition” exists
somewhere outside the normal field of vision of the pilot. The system
annunciator provides warning only for aircraft systems that are located
on the overhead, aft overhead, and on the lower fire protection panel.
To extinguish any system light, press either annunciator panel. Press-
ing the system annunciator panel a second time, recalls the respective
fault on the annunciator panel.
• (Oral Topic) Some examiners have inquired during orals the items
associated with the illumination of a system annunciator. Therefore, we
have provided the following section to assist the pilot applicant on recall-
ing those items.

B737-200/300
• The illumination of the amber FLT CONT system annunciator light indi-
cates one of the following flight control caution lights has illuminated.
Low Quantity Low Pressure
Yaw Damper Feel Diff Press
Mach Trim Speed Trim (300 only)
Auto Slat Fail (300 only)
• (300) The illumination of the amber IRS system annunciator light indi-
cates one of the following inertial reference system caution lights has
illuminated.
ON DC
Fault
DC Fail
• The illumination of the amber FUEL system annunciator light indicates

one of the following fuel system caution lights has illuminated.
Low Pressure
Filter Bypass
• The illumination of the amber ELEC system annunciator light indicates

one of the following electrical system caution lights has illuminated.
Low Oil Pressure High Oil Temperature
Standby Power OFF Transfer Bus OFF
Bus OFF
• The illumination of the amber APU system annunciator light indicates

one of the following auxiliary power unit system caution lights has illumi-
nated.
Low Oil Pressure
High Oil Temperature/Fault
Overspeed

B737-200/300
• The illumination of the amber OVHT/DET system annunciator light indi-
cates one of the following overheat/fire detection system caution lights
has illuminated.
Engine No.1 Overheat APU DET Inoperative
Engine No.2 Overheat
• The illumination of the amber ANTI-ICE system annunciator light indi-

cates one of the following anti-Ice system caution lights has illuminated.
Window Overheat Pitot Heat OFF
Cowl Anti-Ice
• The illumination of the amber HYD system annunciator light indicates

one of the following hydraulic system caution lights has illuminated.
Overheat
Low Pressure
• The illumination of the amber DOORS system annunciator light indi-

cates one of the following aircraft’s doors caution lights has illuminated.
FWD/AFT Entry Tire Screen (as installed)
Equip. Compartment FWD/AFT Cargo
FWD/AFT Service Airstair (as installed)
• The illumination of the amber ENG system annunciator light indicates

one of the following engine system caution lights has illuminated.
Reverser PMC Inoperative
Low Idle
• The illumination of the amber OVERHEAD system annunciator light

indicates one of the following aircraft’s overhead caution lights has illu-
minated.
Equip. Cooling OFF Emer. Exits Not Armed
Flight Recorder OFF Passenger Oxygen ON
• The illumination of the amber AIR COND system annunciator light indi-
cates one of the following air conditioning system caution lights has
illuminated.
Duct Overheat Dual Bleed
Pack Trip OFF Wing-Body Overheat
Bleed Trip OFF Auto Fail
OFF Scheduled Descent

B737-200/300
Flight Director Switch (SP177/SP300)
• The flight director switch is located on either side of the center

lightshield panel. The selection of the switch to the ON position, en-
ables command bar display on the respective ADI or EADI. Upon initial
selection of the F/D switch, the command bars will not appear unless
command pitch and roll modes are engaged. FCC A provides data to
the Captain’s command bars and FCC B provides data to the First
Officer’s command bars. With both switches ON, logic for both sets of
command bars are controlled by the master FCC. This is indicated by
the illumination of the master flight director indicator light.
• (Oral Topic) A commonly asked subject by examiners, with reference to

flight director operation, is the general description of the flight director
takeoff mode. The F/D takeoff mode requires both F/D switches to be
selected ON (except for EFIS equipped aircraft, which can display the
command bars by the selection of the TO/GA button after 80 kts). The
F/D takeoff mode is initiated by the selection of the TO/GA button
during the initial takeoff roll. The command bars are initially 100 nose-
down and wings level. At approximately 60 kts, the command bars
moves to 150 nose-up. After wheels up, the command bars provide
guidance to maintain pitch that will achieve MCP speed plus 20 kts.
During the takeoff roll and the climb, F/D commands wings level. Nor-
mally at 400’, takeoff mode is terminated and LVL CHG is selected.
• (Oral Topic) Many examiners are known to ask the opeartion of the F/D
during an engine failure at takeoff. The F/D has been designed to
provide three modes of pitch guidance during takeoff with engine fail-
ures. The first mode: provide pitch guidance that will maintain V2
speed. This speed mode is provided should the engine fail prior to

B737-200/300
reaching V2 speed. The second mode: provide pitch guidance that
maintains the reference speed at the time at which the failure occurred.
This speed will be somewhere between V2 and V2+20. The third mode:
provide pitch guidance that maintains V2+20 kts. This speed mode
occurs after obtaining V2+20 or higher speeds.
• Both flight director systems may be inoperative for dispatch provided

approach minimums do not require their use. Many airlines have speci-
fied within their flight operations manuals further limitations concerning
inoperative flight directors and autopilots. For example, with both flight
directors and the autopilot(s) inoperative, forecasted visibility must be
better than 3/4 mile (4000’ RVR). With forecasted visibility of 3/4 mile
(4000’ RVR) or less, at least one flight director and one approach cou-
pler must be operable in order to be dispatched. One additional note,
should both flight directors and/or autopilots become inoperable en
route, the approach may be executed to published minimums. Refer to
your MEL.
Master Flight Director Indicator Lights (SP177/SP300)
• The illumination of the respective master flight director light indicates the
respective FCC the controlling the F/D modes and provides the altitude
alert reference mode. At least one F/D switch must be selected to the
ON position, before the MA light can illuminate. With neither A/P
engaged in the CMD mode, the first F/D selected ON, will be the con-
trolling master FCC. With one or both A/Ps engaged in CMD, the FCC
for the A/P in CMD is the master FCC (regardless of which F/D switch is
turned ON first). The illumination of both MA lights, indicates the re-
spective FCC is controlling the F/D modes for the respective flight direc-
tor, thus providing independent F/D operation.
Autothrottle Arm Switch (SP177/SP300)
• (SP177) The two-position autothrottle arm switch automatically controls

thrust through all phases of flight. The PDC provides thrust lever values
to the autothrottle system. Selecting the A/T switch to the ARM posi-
tion, arms the A/T system for engagement with EPR, SPEED, or PDC
SPD modes of operation. The actual switch is held in the ARM position
magnetically. Thrust lever movement is accomplished by the
autothrottle servo motors.

B737-200/300
• (SP300) The two-position autothrottle arm switch automatically controls
thrust through all phases of flight. The FMC provides N1 data to the
autothrottle system. Selecting the A/T switch to the ARM position, arms
the A/T system for engagement with N1, MCP SPD, or FMC SPD
modes of operation. The actual switch is held in the ARM position
magnetically. Thrust lever movement is accomplished by the
autothrottle servo motors.
• (Oral Topic) Many examiners are known to have asked the different
ways of autothrottle disengagement. The following are examples of
ways to disconnect the A/T.
1. A/T Arm switch selection to the OFF position.
2. Pressing the A/T disengage switch.
3. Automatic disengagement, 2 seconds after landing.
4. Asymmetrical thrust lever position (more than 100).
5. A/T system fault.
• The autothrottle system provides various modes of operation. Those

modes of operation are: A/T Takeoff Mode, N1 Mode, Automatic Thrust
Restoration, Speed Mode, FMC Speed Mode, N1 Equalization Mode,
Arm Mode, Descent Retard Mode, Landing Flare Retard Mode, Go-
around Mode, and A/T Mode of Engagement and Transfer. Only those
modes of operation that are normally covered in orals will be discussed
in this review.
• (SP177) The A/T Takeoff Mode is engaged when the A/T arm switch is
selected to the ARM position and a PDC takeoff page is engaged.
Normally, this procedure is accomplished when the aircraft is cleared on
the active runway. The confirmation of the arming of the A/T system, is
the annunciation of ARM on the flight mode annunciator panel. The
selection of the TO/GA button, initiates thrust lever movement. The
annunciator panels will reflect a change of A/T status from ARM to EPR.
The A/T system will automatically set takeoff thrust by 60 KIAS. The
annunciator panel will indicate A/T status of THR HOLD by 64 KIAS.
Once THR HOLD has been obtained, only manual changes by the flight
crew can be made to the thrust levers. The THR HOLD function will be
maintained until 400’ RA (approximately 18 seconds after takeoff). At
400’ RA, the flight crew may select LVL CHG on the AFDS mode
control panel. The selection of MCP EPR switch will initiate the climb
thrust reduction phase of flight. Refer to your operations manuals for
takeoff procedures with regards to climb reductions and flight profiles.
EPR values for the various flight modes are obtained from the PDC.

B737-200/300
• (SP300) The A/T Takeoff Mode is engaged when the A/T arm switch is
selected to the ARM position. Normally, this procedure is accom-
plished when the aircraft is cleared on the active runway. The confir-
mation of the arming of the A/T system, is the annunciation of ARM on
the flight mode annunciator panel (non-EFIS aircraft). EFIS equipped
aircraft, the annunciation will be seen on the FMA (flight mode annun-
ciator) portion of the EADI. The selection of the TO/GA button, initiates
thrust lever movement. The annunciator panels will reflect a change of
A/T status from ARM to N1. The A/T system will automatically set
takeoff thrust by 84 KIAS (64 KIAS on earlier aircraft). The annunciator
panels will now indicate A/T status of THR HOLD. Once THR HOLD
has been obtained, only manual changes by the flight crew can be
made to the thrust levers. The THR HOLD function will be maintained
until 400’ RA (approximately 18 seconds after takeoff). At 400’ RA, the
flight crew may select LVL CHG on the AFDS mode control panel. The
selection of MCP N1 switch will initiate the climb thrust reduction phase
of flight. Refer to your operations manuals for takeoff procedures with
regards to climb reductions and flight profiles. N1 values for the various
flight modes are obtained from the FMCS CDU.
Automatic Thrust Restoration (300)
• (SP300) The Automatic Thrust Restoration Mode of autothrottle op-

eration, is designed to provide automatic advancement of the thrust
levers to the “go-around” N1 limit following an engine failure (N1 below
40%) at the thrust reduction phase of the takeoff. The ATR system
disarms itself after passing 1500’ RA. The following occurs upon ATR
activation:
1. Thrust levers advance to go-around N1 limit.
2. GA is annunciated for N1 limit.
3. A/T LIMIT & N1 are annunciated for the A/T.
• ATR arming is automatic and has no visual indications or annunciations

advising the crew of its status. For ATR arming, the following condi-
tions must be present:
1. Both engine’s thrust reduced below 70% N1.
2. Autothrottles are engaged.
3. THR HOLD has changed back to ARM.
• The ATR system may be inoperative for dispatch provided procedures

do not require its use. Refer to your MEL.

B737-200/300
• (SP177/SP300) The Go-around Mode of the autothrottle system is
automatically armed when descending below 2000’ RA (autothrottles
engaged). The selection of the TO/GA button, initiates the go-around
process of the autothrottles. The thrust levers will advance to a “RE-
DUCED” go-around thrust setting. This provides a climb rate of approxi-
mately 1000’ to 2000’ FPM. The flight mode annunciator panel will
display GA for A/T. If full go-around thrust is required by the flight crew,
pressing the TO/GA button a second time, will advance the thrust levers
to a “FULL” go-around thrust setting.
• (SP300) The Landing Flare Retard Mode of the autothrottle system is

normally used with a dual channel approach with autolanding. During
the approach, no later than 800’RA, the FLARE annunciation with indi-
cate the arm mode. Between 50’-42’RA, the FLARE annunciation will
indicate an active mode. At 27’RA (or 2.5 seconds after FLARE active,
whichever comes first), the autothrottles will reduce the thrust levers to
idle thrust and annunciate RETARD on the annunciator panel. The
autothrottles will remain engaged until approximately 2 seconds after
landing and then disengages. This 2-second time delay is designed for
the possibilities of the selection TO/GA. The autothrottle system may
be inoperative for dispatch provided approach minimums do not require
its use.
IAS/MACH Display (SP177/SP300)
• The IAS/MACH display indicator is located above the speed selector on

the mode control panel. Selected speed is displayed in 1-knot incre-
ments beginning at 110 kts. The speed selector sets the desired speed
on the display indicator and on the airspeed indicator.
• (SP177) The IAS/MACH display indicator provides a “blank” display

whenever PDC SPD mode is engaged. The indicator will also be blank
during a two-engine AFDS go-around or when the A/T is engaged in
PDC SPD mode.
• (SP300) The IAS/MACH display indicator provides a “blank” display

whenever VNAV mode is engaged. The indicator will also be blank
during a two-engine AFDS go-around, or when the A/T is engaged in
FMC SPD mode.
• (SP177/SP300) The IAS/MACH display indicator will also display com-

mand speed limiting modes. The AFCS provides thrust and speed pitch

B737-200/300
commands that avoids exceeding any preset limit speeds. Limits in-
cludes Vmo/Mmo limitations, landing gear placard speeds, wing flap
placard speeds, and minimum speeds (1.3 Vs flap configuration).
Change-Over Switch (SP177)
• The change-over switch is located to the lower left of the IAS/MACH

display. Selecting the switch, changes the display between IAS and
MACH. The switch has also been designed with an automatic change-
over function that occurs at approximately FL235.
Change-Over Switch (SP300)
• The change-over switch is located to the lower left of the IAS/MACH

display. Selecting the switch, changes the display between IAS and
MACH. The switch has also been designed with an automatic change-
over function that occurs at approximately FL260.
Mode Selector Switches (SP177)
• The mode selector switch consists of 4 switch-lights that controls the

engagement of EPR, SPEED, LVL CHG, and PDC. The momentary
selection of the switch-light activates the selected mode and illuminates
the ON light. Pressing the switch-light a second time, deactivates the
selected mode.
• An important note concerning the operation of the AFDS, with regards

to the switch-lights selection, is the operational status of the selected
mode. The illumination of the ON light does not verify the operation of
the selected mode. Only the display of mode condition on the flight
mode annunciator panel verifies the status of the selected mode.
Mode Selector Switches (SP300)
• The mode selector switch consists of 4 switch-lights that controls the

engagement of N1, SPEED, LVL CHG, and V NAV. The momentary
selection of the switch-light activates the selected mode and illuminates
the ON light. Pressing the switch-light a second time, deactivates the
selected mode.

B737-200/300
• An important note concerning the operation of the AFDS, with regards
to the switch-lights selection, is the operational status of the selected
mode. The illumination of the ON light does not verify the operation of
the selected mode. Only the display of mode condition on the flight
mode annunciator panel verifies the status of the selected mode.
• The selection of the N1 mode switch, commands the autothrottle to

provide various N1 limits thrust requirements as directed by the FMC.
This mode cannot be engaged if incompatible with other AFDS modes
operating. The flight mode annunciator will display N1 for A/T mode.
• The selection of the speed mode switch, commands the autothrottles to

provide thrust requirements to maintain the speed selected on the IAS/
MACH display indicator. Performance and/or limit speeds can also be
maintained by the selection of this mode function. This mode cannot be
engaged if incompatible with other AFDS modes operating.
• The selection of the LVL CHG mode switch, initiates climbs and de-
scents to the selected altitude (as indicated on the altitude display) while
maintaining the selected airspeed (as indicated on the IAS/MACH Dis-
play). During climbs, the A/T will hold limit thrust values as provided by
the FMC. For descents, the A/T will command the thrust levers to the
idle position.
• The selection of the PDC mode switch, provides AFDS and autothrottle
commands as programed by the PDC. During climbs, descents, and
cruise configurations, the autothrottles and AFDS will hold PDC target
speeds and PDC thrust values as required.
• Individual modes of the autopilot system may be inoperative for dispatch

provided the respective mode(s) are not used. With the respective
mode annunciator inoperative, the associated system should not be
used. Refer to your MEL.

B737-200/300
Heading/Bank Angle Selector (SP177/SP300)
• The heading and bank angle selector is located at the center of the
AFDS panel. Rotating the selector, sets the desired heading marker on
both HSIs (EHSIs). The heading selected is displayed on the heading
display indicator. The bank angle portion of the selector, sets bank
angles of 10, 15, 20, 25, and 30 as desired. These angles are used
during HDG SEL and VOR modes of operation.
Altitude Display Indicator (SP177/SP300) Limitation
• The altitude display indicator is located to the upper-right side of the

heading/bank angle selector. The indicator displays altitudes, as se-
lected by the flight crew, from 0 to 50,000’ in 100 foot increments. The
primary purpose of the display indicator is for altitude reference, altitude
alerting, and for automatic level-offs. Depending on the unit installed,
during first power-up of the aircraft, unmodified display units will show
an altitude of 10,000’. Modified units will display previous selected
altitudes following the initial power-up of the aircraft.
Altitude Selector (SP177/SP300)
• The altitude selector is located directly below the altitude display. The
rotation of the selector sets the desired altitude in the display indicator.

B737-200/300
Vertical Speed Display (SP177/SP300)
• The vertical speed display indicator is located to the right side of the
altitude display indicator. The indicator can display vertical speeds from
-7900 to 6000 fpm. The indicator will be blank when the vertical speed
mode is not active. The selection of the vertical speed thumbwheel sets
vertical speed as displayed on the indicator.
Autopilot Engage Paddles (SP177/SP300) Limitation
• The autopilot engage paddles are located to the right of the vertical
speed thumbwhell. The paddles are labeled with three modes of en-
gagement. With either paddle selected to the OFF position, the respec-
tive autopilot is disengaged. Movement of either paddle to the CWS
position, engages autopilot pitch and roll as controlled by pilot induced
movement of the control wheel. The selection of the paddles to the
CMD position, enables all command modes of operation for the AFDS in
addition to the CWS modes. The first A/P paddle selected to the CMD
position, will be the master FCC, regardless of which F/D switch is
selected first.
• CWS functions of the autopilot are designed to limit the pilot control
force if attitude limit is exceeded. For example, attitude input is exces-
sive, the autopilot will return to the attitude limits when the control force
is released. When operating in the CWS mode, if roll control force of 60
of bank or less occurs, the autopilot will roll wings level and holds the
existing heading.

B737-200/300
Picture
Flight Mode Annunciator Panels (SP177)
• The flight mode annunciator panels are located on the forward instru-
ment panel (one on either side). The panels provide a visual display of
the current status of the AFDS, autothrottles, and the PDC. The me-
chanical annunciator displays are three-sided prisms and have external
illumination.
• Panel 1113 (as shown above), reflects the testing of the FMA by TEST
mode #1. The large A/P and A/T display lights will be illuminated a
steady amber. These lights are internally illuminated light caps. The A/
P status display will indicate CWS ROLL and CWS PITCH.
• Panel 1114 (as shown below), reflects the testing of the FMA by TEST
mode #2. The large A/P and A/T display lights will be illuminated a
steady red. The A/P status display will indicate SINGLE CH and A/P
OFF.
Picture

B737-200/300

B737-200/300
• Panel 1115 and 1116 (as shown on the opposite page), displays the
available ENGAGED mode items. Each item will be annunicated as
black letters on a green background. Note, the A/P STATUS, A/P, and
A/T displays are blank.
• Panel 1117 (as shown on the opposite page), displays the available
ARMED mode items. Each item will be annunicated as white letters on
a black background. Note, the A/P STATUS, A/P, and A/T displays are
blank.
• Only one of the two SP-177 flight mode annunciator panels, may be
inoperative for dispatch provided the engage system is at the pilot posi-
tion with the operating annunciator. Observe any approach minimums
limitations that may apply. There are no other restrictions concerning
the use of other systems (autothrottles, F/D, etc.) as long as the pilot
with the operating annunciator is operating the controls.

B737-200/300

B737-200/300
Flight Mode Annunciator Panels (SP300) Picture
• The flight mode annunciator panels are located on the forward instru-
ment panel (one on either side). The panels provide a visual display of
the current status of the AFDS, autothrottles, and the N1 limit. The
mechanical annunciator displays are three-sided prisms and have ex-
ternal illumination.
• Panel 1118 (as shown on page 215), reflects the testing of the FMA by
TEST mode #1. The large A/P, A/T, and FMC display lights will be
illuminated a steady amber. These lights are internally illuminated light
caps. The A/P status display will indicate CWS ROLL and CWS
PITCH.
• Panel 1119 (as shown on page 215), reflects the testing of the FMA by
TEST mode #2. The large A/P and A/T display lights will be illuminated
a steady red. The FMC display light will illuminate a steady amber. The
A/P status display will indicate SINGLE CH and A/P OFF.
• Panel 1120 and 1121 (as shown on the opposite page), displays the
available ENGAGED mode items. Each item will be annunciated as
black letters on a green background. Note, the A/P STATUS, A/P, A/
T, and FMC displays are blank.
• Panel 1122 (as shown on the opposite page), displays the available
ARMED mode items. Each item will be annunciated as white letters on
a black background. Note, the A/P STATUS, A/P, A/T, and FMC
displays are blank.
• Only one of the two SP-300 flight mode annunciator panels, may be
inoperative for dispatch provided the engage system is at the pilot posi-
tion with the operating annunciator. Observe any approach minimum
limitations that may apply. There are no other restrictions concerning
the use of other systems (autothrottles, F/D, etc.) as long as the pilot
with the operating annunciator is operating the controls.

B737-200/300
Forward Instrument Panel
Marker Beacons (200/300)
• The marker beacon indicator lights are located on both the Captain's and
First Officer's forward flight instrument panel. These lights indicate bea-
con passage for airways, outer, and middle approach markers. The
marker beacon receivers are designed to receive modulation frequen-
cies from various electronic navigation facilities, when transmitting a 75
Mhz vertical fan (boneshape) pattern. Located next to the display lights,
is the HIGH/LOW switch. This switch is used to adjust the light sensitiv-
ity of the receiver unit as displayed by the marker lights.
• The marker beacon receivers may be inoperative for dispatch during day
VFR operations. For IFR operations, the ADF-LF navigation receiver
must be operative and weather conditions at the destination must be
above approach minimums. The compass locator may be used as a
substitute without affecting the approach minimums. Refer to your
MEL.
Mach/Airspeed Indicator (as installed)
• Airspeed information is provided by the respective air data computer to

the associated electric mach/airspeed indicator. The airspeed indicator
displays indicated airspeed and Mach/Vmo information. The airspeed
cursor control knob is located in the lower left corner of the mach/
airspeed indicator. Pushing IN on the control knob, engages the auto
mode. While in the auto mode, the airspeed cursor will be automatically
positioned by AFDS/FCC commands. Pulling OUT on the control knob,

B737-200/300
the manual mode is selected. The airspeed cursor can be positioned by
manually rotating the control knob.
• Either one of the two airspeed indicators may be inoperative for dis-
patch provided the remaining indicator operates normally. For EFIS
equipped aircraft, the speed tape must operate normally. Refer to your
MEL.

B737-200/300
Instrument Comparator System (200/300)
• The instrument comparator system has been provided to give cockpit

warning to the flight crew of any significant deviations between the
Captain's and First Officer's compass headings, pitch/roll indicators,
localizer, and glide slope deviations output from the No.1 and/or the
No.2 VHF navigation units. Comparator warnings are also provided for
deviations of the radio altimeter output signals. The instrument com-
parator system may be inoperative for dispatch provided approach mini-
mums do not require its use. Refer to your MEL.
Instrument Comparator Test Switch (200/300)
• The instrument comparator test switch is located to the right side of the
instrument comparator lights. Selecting the test switch to position one
or two, illuminates all instrument comparator lights except the MON
PWR light. This is a very common oral subject asked by examiners.
• On instrument comparators without PITCH and ALT lights, both NAV

receivers must be turned to an inactive ILS frequency for 15 seconds
before performing instrument comparator test.
Instrument Comparator Lights (200/300)
• The illumination of a amber instrument comparator light indicates the

respective instrument has exceeded the established tolerances. Refer to
diagram 1126 (page 219) for tolerances of the respective instruments.
• (Oral Topic) The illumination of the MON PWR light indicates loss of
115V AC power to the comparator unit.
Picture Refers to Next Page

B737-200/300
Attitude Director Indicator (200/300)
• (Oral Topic) Many examiners review the warning flags that may appear
within the ADI. Those flags include the attitude warning flag, glide slope
warning flag, computer warning flag, runway flag, and the speed flag. The
following discussion reviews each of those warning flag displays.
• (200) The display of the red attitude warning flag indicates the display
indicator may be unreliable for due to instrument power failure and/or
the testing of the ADI test switch. Depending on the type of failure, the
display may also indicate a 900 left bank. Selection of the vertical gyro
transfer switch may be used to provide reliable information from the
operable system. Depending on equipment installed, the transfer may
receive information from the alternate vertical gyro. Refer to AFM for
equipment installed in your aircraft.
• (300) The display of the red attitude warning flag indicates the display
indicator may be unreliable due to IRS failure, instrument power failure,
and/or the testing of the ADI test switch. Selection of the attitude
transfer switch may be used to provide reliable information from the
operable IRS. EFIS equipped aircraft may require the selection of the
IRS transfer switch.
• The display of the red glide slope warning flag indicates the glide slope
information is unreliable with the ILS frequency tuned. This warning flag
provides parallel indications with the glide slope warning flag of the HSI.
• The display of the red runway flag indicates the localizer frequency is
tuned and the localizer signal is not valid. The loss of the radio altim-
eter, may also cause the runway symbol to be displayed. In this case,
the localizer function will not be impaired. The runway symbol will
remain out of view with VOR frequencies selected.
• The display of the red computer warning flag indicates the flight director
is inoperative due to electrical power loss. This power loss will cause
the flight director command bars to retract.
• The display of the red speed flag indicates the autothrottle system is
inoperative.
Standby Attitude Indicator (as installed) Picture New Info

B737-200/300
Altimeter (as installed)
• Information presented on the associated electric altimeter is derived from

the respective air data computer. The apperance of the red warning OFF
flag over the digital counter box, indicates the ADC signal has been lost.
Internal system malfunctions can also cause the OFF flag to be dis-
played. The apperance of the NEG flag in the two left-hand windows
indicates the altitude is below zero feet.
• On early aircraft, the Captain’s altimeter was electrically operated. If a

failure occurred within the system, automatic switching would occurr
from electric to barometric control. The “new” barometric data is sup-
plied to the Captain’s atimeter from the First Officer’s system.
• The various altimeters are equipped with instrument vibrators. These

vibrators can be either servo pneumatic or pneumatic. A combination of
both types can also be installed. With the servo pneumatic version, one
may be inoperative for dispatch provided the associated air data com-
puter operates normally. For the pneumatic type, one may be inopera-
tive for dispatch provided VMC conditions exist for departure and arrival.
Refer to your MEL for further information.
Standby Altimeter/Airspeed Indicator (as installed)
• The standby altimeter and airspeed indicator is a two-function display

indicator. The altimeter function provides standby reference information
obtained from the Captain’s static system. A green flag appears in the
left window when the altitude is below 10,000 feet. A striped flag appears
in the left window when the altitude is below zero feet. The standard
barometric correction display is set by the barometric setting controller.

B737-200/300
The standby altimeter has a range of -1000’ to 50,000’. The second
function of this indicator is standby airspeed drum. The standby airspeed
indicator displays airspeed in knots. The Captain’s pitot-static system is
the source of pneumatic pressure used for the operation of the standby
airspeed indicator.
Radio Altimeter (as installed)
• Two low-range radio altimeters are provided to give reference of aircraft

height above the ground. The indicator provides visual reference of
altitude up to 2500’ above the ground. When the Captain's radio altim-
eter is inoperative, all modes of the GPWS are inoperative. A red
warning flag has be provided to warn the flight crew that a possible
malfunction within the system has occurred. The following failures may
be at fault: instrument/system power failure, loss of return signal below
2500’, incorrect altitude tracking, and/or radio altimeter testing has oc-
curred. The radio altimeter test switch has been provided that performs
a system check. The following items occur when performing the test:
the altitude pointer drives to 100’, the warning flag appears, and the DH
lights illuminate at or below the altitude indicated by the DH cursor. The
decision height light is located at the upper left-hand corner of the radio
altimeter indicator. The illumination of this amber light indicates the
altitude pointer is below the DH cursor.
• (200) Both radio altimeters may be inoperative for dispatch provided

approach minimums do not require its use. Refer to your MEL.
• (300) One radio altimeter may be inoperative for dispatch provided ap-
proach minimums do not require its use. Refer to your MEL.

B737-200/300
Clock (as installed)
• Time is normally presented as either Greenwich Mean Time (GMT), in the

upper digital display, or as chronograph (elapsed time), in the lower digital
display.
• GMT time is displayed in the classic 24-hour format. The controls for
GMT time are located at the lower right corner of the indicator. Selecting
the control bar to the RUN position, starts the time display. The HLD
mode, stops the time display and sets the seconds display to zero. The
SS (slow slew) advances the time display as minutes movements only.
The FS (fast slew) advances the time display as hours only. Local time
can also be inserted, if desired. But, this technique of time display, is
not normally used by most flight crews.
• Chronograph and elapsed time controls are located at the upper left and
lower left corners of the clock indicator. Pressing the chronograph
control knob (top left corner), controls the start, stop, and reset func-
tions. When selecting the chronograph control knob, any existing
elapsed time displayed will be overridden. Elapsed time controls (lower
left corner) has three functions. The control lever is spring loaded to the
HLD position. Selecting RESET, returns the elapsed time digital display
to zero time. Moving the lever to the HLD position, stops the elapsed
time display at the current indicated time. Selecting the RUN position,
starts the elapsed time function of the clock. The chronograph display
reflects elapsed time range as zero to 99 hrs 59 min and chronograph
time range as zero to 99 min.

B737-200/300
• Either clock can be inoperative for dispatch, provided the other clock is
operating normally. Refer to your MEL.
Radio Magnetic Indicator Compass - RMI (200) Picture
• The radio magnetic indicator compass has been provided to display

ADF and VOR bearing information. The Captain’s RMI receives com-
pass inputs from the #2 compass system’s directional gyros. The First
Officer’s RMI receives inputs from the #1 compass system’s directional
gyros.
• Warning flags have been provided to advise the flight crew of possible
power failures and malfunctions within the system. The display of the
VOR/ADF No.1 or No.2 warning flag, indicates either a power failure
or an unreliable VHF NAV signal. The display of the heading warning
flag, indicates the selected compass signal is invalid.
• The DME indicator located above the RMI indicator, has a 300 nautical
miles maximum search for all DME stations. With the DME warning flag
in view, indicates electrical power has been lost and/or an invalid DME
receiver.
Radio Magnetic Indicator Compass - RMI (300) Picture
• The radio magnetic indicator compass has been provided to display

ADF and VOR bearing information. The Captain’s RMI receives com-
pass inputs from the #2 IRS . The First Officer’s RMI receives inputs
from the #1 IRS. The respective VOR bearings are also used in con-
junction with DME by the FMC for refinement of inertial data.
• Warning flags have been provided to advise the flight crew of possible
power failures and malfunctions within the system. The display of the
VOR/ADF No.1 or No.2 warning flag, indicates either a power failure
or an unreliable VHF NAV signal. The display of the heading warning
flag, indicates the selected compass signal is invalid.
• The DME indicator located above the RMI indicator, has a 300 nautical
miles maximum search for all DME stations. With the DME warning flag
in view, indicates electrical power has been lost and/or an invalid DME
receiver.

B737-200/300
Horizontal Situation Indicator (200 - as installed)
• The Captain’s and First Officer’s HSI provides compass and VHF naviga-
tion information. Compass information is sent to the respective indicator
directly from the respective compass controller. The associated com-
pass controller computes information provided by the flux valves and
directional gyros.
• Power to the Captain’s HSI major components is provided by the 115V

AC standby bus. This is the power source for the No.1 vertical gyro,
No.1 instrument transformer, and the No.1 compass system. The DC
standby bus provides power for the No.1 VHF NAV and the No.1 glide
slope. Power to the First Officer’s HSI major components is provided
by the No.2 DC bus. This power supplies the 115V AC (unswitched)
No.2 radio bus. Items on the unswitched radio bus are the No.2 com-
pass system, No.2 instrument transformer, and the No.2 vertical gyro.
The 28V AC (switched) radio bus powers the No.2 VHF NAV and the
No.2 glide slope.
• (Oral Topic) Several warning flags have been provided to warn the
pilots of system component failures. These warning flags are common
subjects for oral examinations. The display of the HDG warning flag
indicates the selected compass is invalid and/or electrical power failure.
The display of the VOR LOC warning flag indicates the navigation signal
is below the acceptable level. Possible areas of malfunctions may
include NAV receiver failure and/or electrical power failure. The display
of the GS warning flag indicates the glide slope signal is below accept-
able levels. Possible areas of malfunctions may include glide slope
receiver failure and/or electrical power failure.

B737-200/300
Horizontal Situation Indicator (300 - as installed)
• The Captain’s and First Officer’s HSI provides compass and navigation
information. Compass information is provided by the respective Inertial
Reference System (IRS). The computer system provides magnetic
variation for any aircraft position between Latitude 730 North and 600
South. Thence, the reason for the noted limitation in your manual that
refers to these latitudes. When the IRS is operating in the NAV mode,
the IRS computes the position of the aircraft and then applies the local
variation and produces your “magnetic” reference that is supplied to the
respective compass card.
• Power to the Captain’s HSI major components is provided by the 115V

AC standby bus. This is the power source for the No.1 instrument
transformer, and the No.1 IRS. The 28V DC standby bus provides
power for the No.1 VHF NAV and the No.1 glide slope. Power to the
First Officer’s HSI major components is provided by the No.2 DC bus.
• (Oral Topic) Warning flags have been provided to alert pilots of system
component failures. The display of the HEADING warning flag indicates
the respective compass is invalid and/or electrical power failure. With
the IRS operating in the ATT mode, the respective heading flag(s) will
be displayed. Pilot action is to select the IRS transfer switch and place
the “good” IRS compass system on line. The IRS system can be used
as a secondary “DG type” heading reference when operating in ATT
mode. Compass headings from the standby magnetic compass can be
inserted into the IRS keyboard for “DG type” heading reference. Cau-
tion should be used, since this type of heading reference drifts, thus
requiring new headings to be inputted frequently.
• (Non-EFIS aircraft) The display of the inner navigation warning flag

indicates the navigation signal is not being received when the HSI
switch is in the VOR/ILS position. With the switch in the NAV position,
the FMC has failed to provide a valid navigation signal to the HSI
indicator. The display of the VERT (vertical failure) warning flag indi-
cates the LOC frequency selected and/or the glide slope signal is not
being received when the HSI switch is in the VOR/ILS position. With
the switch in the NAV position, the FMC has failed to provide a path
deviation signal to the HSI indicator.

B737-200/300
• (Oral Topic) Occasionally during oral examinations, questions concerning
the course deviation bar are asked. VOR deviation of 1 dot equals 50.
LOC deviation of 1 dot equals 10. NAV deviation of 1 dot equals 2
nautical miles cross track deviation.
Vertical Speed Indicator (200 - as installed)
• The Captain’s and First Officer’s electric vertical speed indicators dis-
plays instantaneous VSI flight information, derived from the respective
air data computer. Located on the electric vertical speed indicator is the
OFF FLAG. This flag, when in view, indicates the air data computer
altitude rate signal has been lost, and/or a electrical malfunction has
occurred.
Vertical Speed Indicator (300 - as installed)
• The Captain’s and First Officer’s inertial vertical speed indicators dis-
plays instantaneous VSI flight information, derived from the respective
IRS. Located on the electric vertical speed indicator is the OFF FLAG.
This flag, when in view, indicates the IRS vertical speed data is unreli-
able, and/or electrical malfunction has occurred.
Vertical Speed Indicator (100/200 - as installed)
• The Captain’s and First Officer’s pneumatic vertical speed indicators

displays VSI flight information, derived from the respective pitot static
system or as supplied from the alternate system (when selected).

B737-200/300
Speed Brake Do Not Arm Light (200/300)
• The amber speed brake do not arm light is located on the right side of the
forward instrument panel. The illumination of this warning light indicates
abnormal conditions and/or internal system test inputs to the automatic
speedbrake system. An electrical fault within the system may also
illuminate this amber warning light when conditions warrants. This light is
deactivated when the speed brake lever is in the DOWN position.
Speed Brake Armed Light (200/300)
• The green speed brake armed light is located directly below the amber
speed brake do not armed light. The illumination of this light indicates
valid automatic speedbrake system inputs. This light is deactivated
when the speed lever is in the DOWN position. The valid input indicates
no faults are detected within the ground speed brake electrical system.
Speed Brake Test Switches (200/300) Picture
• The speed brake test switches test the fault detection circuits of the
automatic speedbrake system. This test is a maintenance function only.
Speedbrake and Spolier System (200)
• The primary purpose of the speedbrake and spoiler system is to supple-

ment the ailerons for lateral control and to provide increased drag and
lift reduction when the spoilers are used as speedbrakes. Speedbrakes
consists of 4 flight spoilers and 4 ground spoilers. Speedbrake opera-
tion is controlled manually by the speedbrake lever or automatically by
an electric actuator.

B737-200/300
• The flight spoilers supplement the ailerons for lateral control. At 90 of
control wheel movement, the spoiler system activates the flight spoiler
up movement on the up aileron wing.
• Ground spoilers operate only on the ground to increased drag and to

reduce lift. The automatic extension of all flight and ground spoilers
occurs if the speed brake lever is in the ARMED position and both thrust
levers are in idle. 60 kts of wheel spin-up on any two main wheels,
causes the speed brake lever to automatically move to the UP position.
Should the system not receive the wheel spin-up signal, the panels will
still extend after the air-ground safety sensor changes to ground mode.
This action occurs when the right main strut compresses. After touch-
down, the panels will retract automatically if either thrust lever is ad-
vanced. On a rejected takeoff, the panels will extend after wheel spin-up
and after thrust reverser application.

B737-200/300
• System A hydraulics provide actuator power for the ground spoilers and
flight spoiler No.3 and No.6. System B hydraulics provide actuator
power for flight spoilers No.2 and No.7.
• The auto spoiler system may be inoperative provided the system is

deactivated and that all operations are conducted in accordance with
the AFM. Pilots must verify manual spoiler operation and advise dis-
patch of increases in landing field length. Consider landing technique of
manual deployment of the spoilers prior to application of reverse thrust.

B737-200/300
Speedbrake and Spolier System (300)
• The primary purpose of the speedbrake and spoiler system is to supple-

ment the ailerons for lateral control and to provide increased drag and
lift reduction when the spoilers are used as speedbrakes. Speedbrakes
consists of 4 flight spoilers and 6 ground spoilers. Speedbrake opera-
tion is controlled manually by the speedbrake lever or automatically by
an electric actuator.
• The flight spoilers supplement the ailerons for lateral control. At 90 of

control wheel movement, the spoiler system activates the flight spoiler
up movement on the up aileron wing.
• Ground spoilers operate only on the ground to increased drag and to

reduce lift. The automatic extension of all flight and ground spoilers
occurs if the speed brake lever is in the ARMED position and both thrust
levers are in the idle. 60 kts of wheel spin-up on any two main wheels,
causes the speed brake lever to automatically move to the UP position.
Should the system not receive the wheel spin-up signal, the panels will
still extend after the air-ground safety sensor changes to ground mode.
This action occurs when the right main strut compresses. After touch-
down, the panels will retract automatically if either thrust lever is ad-
vanced. On a rejected takeoff, the panels will extend if after wheel spin-
up and after thrust reverser application.
• System A hydraulics provide actuator power for the ground spoilers and
flight spoiler No.0, No.1,No.3, No.6, No.8, and No.9. System B hydrau-
lics provide actuator power for flight spoilers No.2 and No.7.
• The auto spoiler system may be inoperative provided the system is

deactivated and that all operations are conducted in accordance with
the AFM. Pilots must verify manual spoiler operation and advise dis-
patch of increases in landing field length. Consider landing technique of
manual deployment of the spoilers prior to application of reverse thrust.
Fuel Flow Switch (200/300) Picture
• The fuel flow switch is a three position switch. The switch is spring
loaded to the RATE position. When selected to the RESET position, the
fuel used displayed on both fuel flow indicators are zero out. When
selected to USED, the fuel flow indicator displays fuel used per engine
since last the reset

B737-200/300
Fuel Quantity Indication System (200/300) Schematic
• The fuel quantity indication system consists of two methods of determin-

ing fuel quantity. The primary method of determining fuel quantity is via
the hollow coaxial cylindrical capacitors connected in parallel with com-
pensator units. This electrical indicating method uses the capacitors with
fuel acting as a dielectric. Changes in fuel levels alters the current
through the capacitors, thus causing a change in the fuel indicator read-
ings in the cockpit and at the fueling station. The compensators are used
to for density changes. Each tank has 12 capacitors and 1 compensator.
• (Oral Topic) The secondary method of determining fuel quantity con-

sists of five manual measuring sticks for each main tank. This mechani-
cal method uses dripsticks that sense fuel height and requires MEL
conversion charts to indicate the actual fuel quantities. This method of
determining fuel quantity is used only for tanks No.1 and No.2. There are
no dripsticks for the center tank. The procedure for dripstick measuring
commences with the unlocking of the stick head and the lowering of the
fiberglass tube. When the fuel enters into the hollow tube and starts
Picture

B737-200/300
flowing out of the bottom drip hole, the lowering of the stick is terminated.
A marked reading on the outside of the calibrated tube is taken and
compared to fuel charts located in the MEL book. The drip stick may be
graduated in inches, gallons, or kilograms. Besure to note which mark-
ings are installed and that the dripstick reading point is taken on the
inside wing plane. Use caution to ensure the red arrow on the bottom of
the dripstick head is pointing away from all ground personnel. Beware of
fueling with the No.2 dripstick extended to the desire fuel level mark.
Fuel may begin flowing from the bottom drip hole prior to the fuel reaching
the desired fuel tank level. For correct fuel readings, allow five minutes
for fuel leveling before extending the dripsticks for measurements.
• (Oral Topic) The fuel quantity indicator indicates usable fuel in the
respective tank. Accuracy of the fuel quantity indicator is within +/- 3%
of full scale indication. The source of power for this indicator comes
from the standby AC bus.
• One main tank fuel indicator may be inoperative for dispatch provided
the respective tank is emptied and refilled with a known quantity of fuel.
If this procedure can not be followed, then the dripstick method may be
used following each refueling. Also, all boost pumps in the respective
tank must be operational, the center tank indicator must operate nor-
mally, and the flight crew must periodically compute the fuel remaining
via a precomputed flight plan or chart. The center tank fuel indicator
may be inoperative for dispatch provided the center tank boost pumps
operate normally.
• (300) The fuel quantity system provides signals to the fuel summation
unit. This computer type unit calculates total fuel and then sends fuel
data information to the FMC. Therefore, with an inoperative fuel indica-
tion system, beware of incorrect gross weights, Vref speeds, and Vnav
indications. Fluctuations of fuel quantity indicators may also occur dur-
ing HF radio transmissions while on the ground.
Fuel Quantity Test Switch (Analog Indicators - as installed)
• The fuel quantity test switch provides a system test of the fuel indicators
and quantity indication system. Selecting the PRESS switch, drives the
indicators downwards towards the zero mark. The total fuel indication will
also change during this test procedure. Located on the fueling control

B737-200/300
panel is a second test switch. When testing this switch, the fuel indicator
pointers will move upscale. As a general pilot technique, do not perform
the system test while the aircraft is being fueled. This will prevent a
premature termination of the automatic fueling process.
Fuel Quantity Test Switch (Digital Indicators - as installed)
• The fuel quantity test switch provides a system test of the fuel indicators
and quantity indication system. Selecting the PRESS switch, illumi-
nates all numbers and arcs, followed by the illumination of the maximum
quantity for each tank. The system returns to normal fuel quantity
indications. Whenever an error code of 2, 3, or 4 is displayed in the
lower right corner of each gauge during the system testing. Should any
other code be displayed, indicates a malfunction. Contact your mainte-
nance control.
• Digital Error Codes:

Error 0 Incapacitating error has occurred and the indicator can not
compute fuel weight.
Error 1 A compensator line has been shorted to a ground.
Error 2 Plates of the compensator has been shorted or an exces-
sive leak has developed at the compensator.
Error 3 Compensator leakage.
Error 4 Shorted line or the line has completely opened.
Error 5 Plates on the tank has shorted or excessive leak has
occured.
Error 6 Tank leakage. Conductive contamination around tank
probes.
Error 7 DCTU data out of limits.
Error 8 DCTU mechanical error.
Error 9 Indicator failure.
Error 10 Signal line failure.
Engine Instruments (200)
Engine Pressure Ratio (EPR) Picture Limitations
• The engine pressure ratio (EPR) indicator displays the ratio of turbine
discharge pressure (Pt7) to compressor inlet pressure for any thrust lever
setting, except for engine idle. The EPR indicator is used as the primary
thrust setting reference. The engine exhaust pressure (Pt7) is sensed by

B737-200/300
six probes projecting into the exhaust system that provides an average
exhaust pressure. The engine inlet pressure (Pt2) is sensed by a pitot
probe mounted through the center of the nose dome. The probe is heated
for anti-icing by engine bleed air that is present in the nose dome. Sys-
tem maintenance test connections are located on the bottom section of
the forward engine area. The power source for the EPR indicators is from
the respective 115V AC transfer bus.
• (Oral Topic) Three different “warning flags” have been provided to alert
the crew of various system failures. The display of the warning flag
over the digital readout indicates the loss of electrical power and/or
instrument failure. The display of the warning flag over the EPR window
indicates the failure of the transmitter. And, the display of the warning
flag covering the lower digital window indicates failure of the PDC.
• EPR reference selector (bottom right corner of the indicator), com-

mands automatic or manual selection of the EPR reference cursor. The
reference cursor displays input signals from the PDC or manual inputs
from the crew. The IN position of the selector commands automatic
display from the PDC and the OUT position displays desired EPR val-
ues for reference only. The display of the letter "M" indicates manual
operations.
• Both EPR indicators are required for dispatch, except one EPR refer-
ence selector cursor may be inoperative. Both digital counters may be
inoperative for dispatch. Refer to your MEL.
N1 RPM Indicator (200) Picture Limitations
• The N1 RPM display indicates low pressure compressor speed in per-

cent of RPM for monitoring engine performance. This instrument is self
powered, only the integral lighting of the tachometer requires system
power. Some indicators require AC power from the standby bus for
operations, refer to your operations manual for type installed. The
actual location of the low pressure tachometer (N1) is on the front
accessory drive pad behind the nose dome.
• The indicator dial has graduated display readings between zero and
110% RPM, with small readings graduated in 10 units for each 10 percent
of change in speed indications.

B737-200/300
• Only one N1 indicator may be inoperative for dispatch provided the re-
spective engine’s N2 and fuel flow indicators are operating normally. The
digital display portion of the indicator may be inoperative for dispatch.
Refer to your MEL.
Exhaust Gas Temperature (200) Limitation
• The exhaust gas temperature indicator has been provided for crew moni-
toring of the engine’s mechanical integrity of the engine’s turbines. The
EGT indicator displays turbine gas temperature in degrees 0C, as sensed
by eight thermocouples. The indicator requires 115V AC power, as
provided by the standby bus. The eight thermocouples are arranged in a
circular pattern in the engine exhaust. This provides an average exhaust
gas temperature for cockpit display.
• The indicator dial has graduated display readings between zero and
8500C, with expanded readings between 5000 and 7000 for more accu-
rate display indications.
• Both EGT indicators are required for dispatch. Except for EIS equipped
aircraft, only the digital portion of the indicator may be inoperative for
EGT Limitations (200)
Condition JT8D-9 JT8D-9A JT8D-15
Takeoff (5min) 580C 590C 620C
Max. Cont 540C 545C 580C
Gnd Start (+15C) 420C 420C 550C
Gnd Start (-15C) 350C 350C n/a
Gnd Start n/a n/a 550C
Flt Start n/a n/a 620C

B737-200/300
N2 RPM Indicator (200)
• The N2 display indicates high pressure compressor speed in percent of

RPM. This instrument is self powered, only the integral lighting of the
tachometer requires system power. The actual location of the N2
tachometer is on the right side of the accessory drive case.
• The indicator dial has graduated display readings between zero and 110%
RPM, with small readings graduated in 10 units for each 10 percent of
change in speed indications.
• One N2 indicator may be inoperative for dispatch provided the respec-

tive engine’s N1 and fuel flow indicators are operating normally. An
alternate starting procedure must also be used for starting the engine.
This alternate starting procedure begins by starting the engine with the
operative N2 first. Starting times and N1 values are noted and used to
represent the inoperative indicator’s N2 RPM values for the movement
of the start lever to the idle position. In addition, N1 RPM is noted for
starter cutout purposes. Refer to your MEL for detailed procedures
concerning starting and aborted start procedures with an inoperative N2
indicator.
Fuel Flow Indicator (200)
• The fuel flow indicator displays fuel consumption rate in pounds per
hour. The digital readout on the respective engine’s indicator reflects
total fuel consumed for that engine. The electrical power for the indica-
tor is provided by the 115V AC transfer bus.
• One fuel flow indicator may be inoperative for dispatch provided the
associated N1, N2, and fuel quantity indicator is operating normally.
Refer to your MEL.
Oil Pressure Indicator (200) Limitation
• The oil pressure Indicator displays engine oil pressure in PSI as mea-
sured within the engine oil distribution system. The oil system is
pressuirzed by the engine driven pump oil pumps located within the
accessory gear drive case. The oil pressure indicating system has been
designed to sense oil pump output pressure on one side of an internal
diaphragm. The other side of the diaphragm has ambient pressures.

B737-200/300
• Electric power for the oil pressure indicator is received from the 28V AC
transfer bus. Any power interruption will cause the indicator to display
the last pressure sensed.
Oil Temperature Indicator (200) Limitation
• The oil temperature indicator displays oil temperature as monitored

within the oil distribution system. The temperature sensor is located at
the outlet from the oil cooler. The temperature sensor is of a resistance
type temperature bulb design that has direct contact with the oil. The oil
temperature indicator is of a resistance ratiometer design. Electric
power for the oil temperature indicator is received from the 28V AC
transfer bus.
Oil Quantity Indicator (200)
• The oil quantity indicator provides a visual indication of usable oil con-
tained in each oil tank. The indicator dial has graduated display read-
ings that indicates amounts in gallons. When the indicator displays an
amount indicating zero, approximately 1.3 gallons remain within the oil
lubrication system. Minimum oil quantity for dispatch is 2.5 gallons or
50% (refer to your company operations manual). Oil quantity indication
may be inaccurate if the engine has been shut down more than 30
minutes.
• The No. 2 oil tank capacity is approximately .5 gallon less than the No.
1 oil tank. This is due to the dihedral of the wing and interchangeable
engines. The No. 1 oil filter port is higher than the No. 2 oil filter port.
• The oil quantity sensing unit is of a capacitance type design and is

located within the oil tank. Electric power for the oil pressure indicators
is received from the respective 115V AC transfer bus.
Oil Test Switch (200)
• The oil test switch has been provided to test the oil quantity indicator
pointer and indicator. Selecting the test switch, drives the oil quantity
pointers towards the zero level marking. This action is accomplished by
connecting the area of the oil quantity sensing unit to a ground, thus
simulating an empty tank. Releasing the switch, the indicator pointer
returns to the previous display.

B737-200/300
Reverser Unlock Light (200)
• The illumination of the amber reverser unlock light indicates the thrust
reverser door is not stowed and/or in the locked position. Refer to
thrust reverser section of this guide for further information.
• One reverser unlock light may be inoperative for dispatch provided the
thrust reverser has been “visually verified” to be in the closed position.
“Visually verified” refers to the inspecting of the overcenter links and
guide carriage for actual position. Refer to your MEL .
Start Valve Open Light (200)
• The illumination of the amber starter valve open light indicates the
starter valve is open and air is being supplied to the starter motor. If
the engine starter does not cutout by 40% N2, or if the START
VALVE OPEN light illuminates ground operations, crew action is to
place the engine start switch to the OFF position. If the light remains
illuminated, then the start lever should be selected to CUTOFF, the
isolation valve should be positioned to CLOSE, and the respective
bleed switch should be placed to the OFF position. For inflight opera-
tions, the illumination of the start valve open light may require the
engine to be secured. These actions will isolate bleed pressure from
the engine start valve and prevent possible damage to the starter
motor. Refer to your airline company procedures for details.
• The start valve open light may be inoperative for dispatch provided
the start valve arming system operates normally. Normal starting
procedures should be followed. Verification of the opening and clos-
ing of the start valve is observed using the duct pressure indicator.
Refer to your MEL for procedures.

B737-200/300
Low Oil Pressure Light (200)
• The illumination of the amber low oil pressure light indicates engine oil
pressure is below 35 psi. It is essential that a “cross-check” of other
engine instruments be accomplished prior to crew action. With engine oil
pressure in the yellow band, the thrust lever should be retarded. The
engine can be operated at a reduced power setting. With engine oil
pressure at or below the red radial markings, securing the engine should
be considered. Refer to your operations manual for details.
• The sensor for the low oil pressure light is down stream of the oil
pressure transmitter on the left side of the accessory drive case. The
low oil pressure sensor senses oil supply pressure. The electrical
power source for the oil pressure indicating circuit is supplied from the
respective 28V DC transfer bus.
• One low oil pressure light may be inoperative for dispatch provided the
respective engine’s oil quantity, oil temperature, and oil pressure indica-
tors operate normally. Refer to your MEL with reference to thrust
reverser operating notes.
Oil Filter Bypass Light (200) Schematic
• The illumination of the amber oil filter bypass light indicates an “impend-
ing bypass” of the main oil filter. The “impending bypass” refers to the
design of the oil filter differential pressure switch that senses filter inlet
and outlet pressures. When the filter begins to block, the differential
pressures increases, the switch produces a ground and the light illumi-
nates.
• During cold weather operations, the Engine Oil Filter Bypass light may
remain illuminated after starting the engines. As the oil begins to warm,
the bypass light extinguishes itself. Normal oil warming occurs within
five minutes of engine starting. If the light remains illuminated after this
time, consider securing the engine.
• The illumination of the oil filter bypass light during noncritical flight op-
erations may require the engine to be operated at a reduced thrust
setting. Just enough thrust should be used to keep the light extin-
guished. If the light remains illuminated, the engine may require to be
secured.

B737-200/300
Engine Instruments (300) Picture
N1 RPM Indicator (300) Limitation
• The N1 RPM indicator displays fan speed in percent of RPM. It is used

as the primary thrust positioning reference. The N1 speed sensor de-
tects the low pressure rotational speed and transmits the signals to the
flight deck and to the Power Management Control (PMC). The electrical
power source for this indicator is received from the 28V DC battery bus.
• The red overlimit warning light is located within the N1 indicator. The
illumination of this light indicates the engine parameter limit has been
reached or exceeded. This warning light will remain illuminated until the
engine parameter is reduced below the preset limit.
• The N1 manual set knob (bottom right corner of the indicator), com-
mands automatic and/or manual selection of the N1 reference cursor.
The reference cursor displays input signals from the FMC (flight man-
agement computer) and manual cursor inputs from the crew. The IN
position of the selector commands automatic display from the FMC and
the OUT position disables the FMC input signal. Rotation of the knob
sets the desired N1 RPM in the lower digital when operating in manual
mode.
• Both N1 indicators are required for dispatch. The digital portion of the
indicator may be inoperative provided the autothrottle is used for takeoff
thrust positioning. Refer to your MEL.
Exhaust Gas Temperature Indicator (300) Limitation
• The EGT indicator displays turbine exhaust gas temperature in degrees

0
C. A system of thermocouples, providing a uniform average of exhaust
gas temperatures, are located on the low pressure turbine case. Early
engine installations have a six probe thermocouple system. Later en-
gines have installed a nine probe thermocouple system. The actual
thermocouple probe is of a chromel-alumel wire design, connected in
parallel with the other probes. The system is designed to display tem-
peratures over the range of -500C to 11500C. The electrical power
supply for the system is 28V DC. In the event of a power failure, the
temperature pointer is spring-loaded to return to the bottom stop position
on the indicator.

B737-200/300
• The EGT indicator has been designed with a red over-temperature light.
The illumination of this warning light indicates the engine’s temperature
is at or above, the red line limit. The light will remain illuminated until
the engine’s temperature has been reduced below the preset limit value.
• Both EGT indicators are required for dispatch. Except for EIS equipped
aircraft, only the digital portion of the indicator may be inoperative for
N2 RPM Indicator (300)
• The N2 RPM indicator displays high pressure compressor speed in per-

cent of RPM. The N2 speed sensor also provides data information to the
Power Management Control (PMC) unit. The N2 sensor is located at the
upper, forward section of the accessory gearbox. Electrical power supply
for the associated N2 indication system is provided by the respective
28V DC bus.
• The N2 indicator provides an internal switch which enables a signal to

be transmitted, during the engine start sequence, to the start circuit.
This signal is used to prevent starter re-engagement at high engine
speeds which can cause damage to the engine and/or starter.
• One N2 indicator may be inoperative for dispatch provided the respec-

tive engine’s N1 and fuel flow indicators are operating normally. (Oral
Topic) The No.1 engine N2 tach generator must also be operational. The
purpose of requiring the No.1 engine’s N2 tach generator to be opera-
tional, is so the N2 signal to the landing gear transfer valve can be
provided as a means to identify an engine failure of the No.1 engine
should it occur. An alternate starting procedure must also be used for
starting the engine. This alternate starting procedure begins by starting
the engine with the operative N2 first. Starting times and N1 values are
noted and used to represent the inoperative indicator’s N2 RPM values
for the movement of the start lever to the idle position. In addition, N1
RPM is noted for starter cutout purposes. Refer to your MEL for detailed
procedures concerning starting and aborted start procedures with an inop-
erative N2 indicator.
• Sends data to the vibration monitor computer.

B737-200/300
Fuel Flow Indicator (300)
• The fuel flow indicator displays fuel consumption rate in pounds per hour
X 1000 . The digital portion of the indicator displays rate of fuel flow in
pounds per hour X 1000 or fuel used in pounds X 1000, as selected by
the fuel flow switch. The fuel “used”, displays the amount of fuel used
since the last reset . Electrical power for indicator operation is received
from the respective 28V DC bus. One fuel flow indicator may be inopera-
tive for dispatch provided the associated N1, N2, and fuel quantity indica-
tor is operating normally.
Oil Pressure Indicator (300) Limitation
• The oil pressure indicator displays engine oil pressure in psi as mea-
sured from within the engine oil distribution system. The oil pressure
transmitter is located on the fan case below the fuel flow transmitter.
The indicator dial is calibrated from 0 to 100 psig. The yellow band
marking within the indicator, is only valid at takeoff thrust settings.
• Electric power for the oil pressure indicator is received from the respec-
tive 28V AC transfer bus. Any power interruption will cause the indica-
tor to display the last pressure sensed.
Oil Temperature Indicator (300) Limitation
• The oil temperature indicator displays oil temperature as monitored

within the oil distribution system. The temperature sensor is located
near the scavenge filter manifold, as the oil returns to the oil tank and
prior to fuel cooling. The temperature sensor is of a resistance type
temperature bulb design that has direct contact with the oil. The oil
temperature indicator is of a resistance ratiometer design. Electric
power for the oil temperature indicator is received from the respective
28V AC transfer bus.
Oil Quantity Indicator (300)
• The oil quantity indicator provides a visual indication of usable oil con-
tained in each oil tank. The indicator dial has graduated display read-
ings that indicates amounts in gallons. The oil quantity sensing unit is of
a capacitance type design and is located within the oil tank. Electric
power for the oil pressure indicators is received from the respective

B737-200/300
115V AC transfer bus. Oil quantity indication may be inaccurate if the
engine has been shut down more than 30 minutes.
• The oil tank’s total volume is approximately 5.3 gallons, with usable oil
quantity of approximately 4.6 gallons. The location of the oil tank is on
the right side of the engine.
• One oil quantity indicator may be inoperative for dispatch provided the
oil tanks are serviced to the maximum level before each refueling. Nor-
mal oil consumption must be verified and that no leaks are visible within
the oil system. All other pressure, temperature, and oil pressure warn-
ing lights and/or indicators must be operational. Refer to your MEL .
Engine Vibration Indicator (300)
• The engine vibration indicator is part of the airborne vibration monitoring

system (AVM), that continuously displays the engine vibration level.
High levels of vibration may indicate abnormal engine vibrations and/or
internal engine malfunctions. The system consists of two accelerom-
eters (vibration sensors), a vibration indicator for each engine, and an
AVM signal conditioner.
• Two accelerometers are used for each engine. One is located on the
No.1 and No.2 bearing support (compressor accelerometer) and the
second is located on the turbine case (turbine accelerometer).
• The engine vibration indicator has been designed with a power OFF/
FAIL marker. The OFF/FAIL blue line mark is located below the zero
unit mark. When the internal pointer is resting at blue mark, it indicates
a power failure and/or indicator failure.
• (Operational Tip) During icing conditions, engine vibration above 2.5

units may occur due to accumulation of ice on the engine fan blades.
This condition should be eliminated after a short period of time, as ice
buildup is displaced. Normal vibration levels will then be displayed on
the indicators. Indication levels above 4.0 or higher, requires flight crew
checklist action.

B737-200/300
Start Valve Open Light (300)
• The illumination of the amber starter valve open light indicates the starter
valve is open and air is being supplied to the starter motor. If the engine
starter does not cutout by 50% N2, or if the START VALVE OPEN light
illuminates during ground operations, crew action is to place the engine
start switch to the OFF position. If the light remains illuminated, the
isolation valve should be positioned to CLOSE, the respective bleed
switch should be placed to the OFF position, and the APU bleed switch
should be selected to OFF (No.1 engine only). These actions will isolate
bleed pressure from the engine start valve and prevent possible damage
to the starter motor. Refer to your airline company procedures for details.
• One start valve open light may be inoperative for dispatch provided the
start valve is verified closed after starting the engine. Normal starting
procedures should be followed except, verification of the opening and
closing of the start valve is observed using the duct pressure indicator.
Refer to your MEL for procedures.
Low Oi Pressure Light (300)
• The illumination of the amber low oil pressure light indicates engine oil
pressure is below 13 psi. It is essential that a “cross-check” of other
engine instruments be accomplished prior to crew action. The sensor
for the low oil pressure light is down stream of the oil pressure transmit-
ter and the oil filter. The low oil pressure sensor senses oil supply
pressure. The electrical power source for the oil pressure indicating
circuit is supplied from the 28V DC battery bus.
• One low oil pressure light may be inoperative for dispatch provided the
respective engine’s oil quantity, oil temperature, and oil pressure indica-
tors operate normally. Refer to your MEL with reference to thrust
reverser operating notes.

B737-200/300
Oil Filter Bypass (300) Schematic
• The illumination of the amber oil filter bypass light indicates an “impend-
ing bypass” of the scavenge filter. The “impending bypass” refers to the
design of the oil filter differential pressure switch that senses filter inlet
and outlet pressures. When the filter begins to block, the differential
pressures increases (25 to 27 psi), the switch produces a ground and the
light illuminates. The oil filter bypass light extinguishes when differential
pressure decreases below 24 psi. Electrical power source is provided
from the 28V DC battery bus.
• The illumination of the oil filter bypass light during noncritical flight op-
erations may require the engine to be operated at a reduced thrust
setting. Just enough thrust should be used to keep the light extin-
guished. If the light remains illuminated, the engine may require to be
secured.
• During cold weather operations, the engine oil filter bypass light may
remain illuminated after starting the engines. As the oil begins to warm,
the bypass light should extinguish itself. Normal oil warming occurs
within five minutes of engine starting. If the light remains illuminated
after this time, consider securing the engine.
Reverser Unlock Light (300)
• The illumination of the amber reverser unlock light indicates the thrust
reverser sleeve is not in the stowed and locked position. Refer to thrust
reverser section of this guide for further information.
• One reverser unlock light may be inoperative for dispatch provided the
thrust reverser is locked in the forward thrust position. This can be
confirmed by ensuring the deactivation pins have been installed by
maintenance. Note, there are two deactivations pins per translating
sleeve. Refer to your MEL .

B737-200/300
Yaw Damper Indicator (200/300)
• The yaw damper Indicator is located on the center instrument panel, just
above the engine instruments. The indicator displays yaw damper
movement of the rudder. Pilot rudder pedal movements are not dis-
played.
• The yaw damper system has been designed to prevent unwanted dutch
roll. The yaw damper system receives yaw signals from the rate gyros
and sends those signals to the yaw damper coupler. All of this informa-
tion is then sent to the rudder power control unit that moves the rudder
for yaw control. No cockpit rudder pedal movement can be felt due to
yaw damper motion.
• (Oral Topic) During yaw damper operations, airspeed signals from the
air data computer will decrease the amount of yaw damper movement
(deflection) as the aircraft airspeed increases.
• (200) The yaw damper may be inoperative for dispatch provided the
yaw damper switch remains OFF. Aircraft with the SP-77 autopilot, the
flight manual limitation that restricts the use of the autopilot (except for
pitch mode) to 30,000 feet or below applies. Refer to your MEL.
• (300) The yaw damper may be inoperative for dispatch provided the
yaw damper switch remains OFF. Refer to your MEL.
Flap Position Indicator (200/300)
• The flap position indicator is located on the forward center instrument

panel. The flap indicator displays the angular position of the left and
right trailing edge flaps. The flap indicator receives position information
from two transmitters mounted on the outboard flap torque tube in each
wing.
• (Oral Topic) The secondary function of the flap position indication

system is to provide trailing edge flaps asymmetry protection. The
basic concept of asymmetric protection is to stop hydraulic operation of
the trailing edge flaps when a significant difference exists between the
position of the left and right trailing edge flaps. Refer to asymmetric flap
protection section for additional information.

B737-200/300
1145 1146
Anti-skid System (panel 1145) Schematic Limitation Schematic
• The anti-skid system is designed to provide maximum and effective

braking for any runway condition without skidding. Each main wheel has
been provided with individual transducers which signal wheel speed infor-
mation to the anti-skid control unit. The anti-skid control unit then elec-
tronically regulates the anti-skid valves to control braking pressure with
regards to wheel deceleration speed.
• (Oral Topic) The anti-skid system provides anti-skid protection, locked

wheel protection, touchdown protection, and hydroplane protection. The
anti-skid system controls the amount of hydraulic pressure that is ap-
plied for manual braking and/or autobraking.
• Power source for the outboard anti-skid system is supplied from the
No.1 transfer bus and the power source for the inboard anti-skid system
is supplied from the No.1 transfer bus. Thence, when operating on
standby power only, the anti-skid systems will be inoperative.
B737-200/300
• The air-ground sensors (located on the right main landing gear), supplies
control logic for the anti-skid system. This control logic provides brake
release for touchdown protection and allows normal anti-skid brake pres-
sure after wheel spinup.
• The anti-skid system continuously monitors itself and checks for:

1. Transducer: open or short.
2. Normal valve: open circuit.
3. Power loss or control switch position.
4. Failure in the control unit (normal system).
5. Differences between parking brake valve and/or switch inequity.
6. Park brake set in air.
Anti-skid Inop Lights (panel 1145)
• The illumination of the respective amber anti-skid inop light indicates a

system fault has been detected within the associated anti-skid monitor-
ing system. The illumination of both anti-skid lights at the same time
indicates a disagreement between the parking brake lever position and
the parking brake shutoff valve position.
Anti-skid Control Switch (panel 1145)
• The anti-skid control panel has incorporated two anti-skid control

switches. The left switch controls the inboard anti-skid and the right
switch controls the outboard anti-skid. The two position switch, ON/
OFF, controls the electrical power supplied to the respective anti-skid
control unit. Selection of the OFF position, illuminates the associated
anti-skid inop light.
• The anti-skid system(s) may be inoperative for dispatch provided all

operations are conducted in compliance with the AFM. If only one
system is inoperative, the operative system should be selected ON to
provide antiskid protection. The anti-skid control switch(es) must be
selected OFF to ensure full manual braking capability on the inoperative
system. With anti-skid inoperative, payload considerations should be
reviewed, since takeoff & landing runway length limitations may be a
factor. In addition, speedbrakes must be manually extended since
automatic extension of the speedbrakes may not occur. Refer to your
MEL for details

B737-200/300
Autobrake System (panel 1145) Limitation
• The autobrake system is designed to provide smooth, consistent, and

immediate brake application on touchdown. This automatic brake action
requires both antiskid systems to be ON and operational. The autobrake
system applies hydraulic pressure to all brakes to slow the airplane at the
rate selected. The antiskid system maintains priority over the autobrake
at all times to protect against skid or locked wheels.
• Autobraking is initiated when both thrust levers are retarded; at least one
wheel speed on each side of the airplane is greater than 60 kts, and the
average wheel speed is greater than 70 kts. The first stage of initial
brake pressure of 200 psi, is followed by a positive pressure rate of 100
psi/second for 15 seconds. A second rate proportional to the decelera-
tion selected, achieves the selected deceleration within 3 seconds.
• (Oral Topic) Arming of the autobrake system occurs when:

1. Air-ground safety sensor is in the flight mode.
2. Anti-skid switches are selected ON.
3. Autobrake selector positioned to rate level.
• (Oral Topic) Activation of autobrake pressure occurs when:

1. Thrust levers are retarded to idle.
2. Main wheel spin-up.
• (Oral Topic) Termination of autobraking occurs when:

1. Movement of the spoiler handle to down detent.
2. Application of both brake pedals.
3. Selection of the autobrake select switch to OFF.
Autobrake Select Switch (panel 1145)
• The autobrake select switch is used to select the level of desired brak-
ing. The knob-switch must be pulled out to select the MAX position of
deceleration.
• The autobrake system may be inoperative for dispatch provided the

system is deactivated. Refer to your MEL.

B737-200/300
Autobrake Inop Light (panel 1145)
• The illumination of the amber autobrake INOP light indicates a malfunc-

tion exists in the autobrake system.
Autobrake Selection Criteria (panel 1145)
MIN Autobrake position MIN, provides a nominal deceleration rate that

provides light manual braking at 80 kts.
MED Autobrake position MED, provides moderate deceleration rates. This

is normally used during wet/icy runways, slippery runways, and/or
limited landing runways distances.
MAX Autobrake position MAX, provides the maximum deceleration rate

for minimum stop distance.
Braking Action Reports (panel 1145/1146)
• Braking action reports may be given in two formats as listed below. The
MU report equals the standard report as shown.
BRAKING ACTIONS MU REPORTS

Good .35 or greater
Fair .26 to .34
Poor .18 to .25
NIL .15 or less
Anti-skid System (panel 1146) Picture
• The anti-skid system is designed to provide maximum and effective

braking for any runway condition without skidding. Each main wheel
has been provided with individual transducers which signal wheel speed
information to the anti-skid control units (6 units total). The anti-skid
control unit then electronically regulates the anti-skid valves to control
braking pressure with regards to wheel deceleration speed. Anti-skid
protection is provided for normal, alternate, and autobraking operations.
For alternate brake anti-skid operations, the system reverts from indi-
vidual wheel protection to dual wheels (same gear) protection. Anti-skid
protection drops out below 8 kts.

B737-200/300
• (Oral Topic) The anti-skid system provides anti-skid protection, locked
wheel protection, touchdown protection, and hydroplane protection.
• The air-ground sensors supplies control logic for the anti-skid system.
This control logic provides full brake pressure release for touchdown
protection and allows normal anti-skid brake pressure after wheel
spinup. Inboard anti-skid receives touchdown logic from the main gear
air sensor and the outboard anti-skid receives touchdown protection logic
from the nose gear air sensor. Touchdown wheel protection is removed
at speeds below 15 kts. Locked wheel protection is provided to prevent
locked wheels upon landing. The wheels are compared; inboard to in-
board, and outboard to outboard. Locked wheel protection drops at
speeds below 18 kts.
• Power source for the outboard anti-skid system is supplied from the
No.1 28V DC bus and the power source for the inboard anti-skid system
is supplied from the 28V DC battery bus.
• The anti-skid system continuously monitors itself and checks for:

1. Transducer: open or short.
2. Normal Valve: open circuit.
3. Power loss or control switch position.
4. Failure in the control unit (normal system).
5. Differences between parking brake valve and/or switch inequity.
6. Park brake set in air.
Anti-skid Inop Light (panel 1146)
• The illumination of the amber anti-skid INOP light indicates a system

fault has been detected within the anti-skid monitoring system.
Anti-skid Control Switch (panel 1146)
• The anti-skid control panel has incorporated one anti-skid control switch.
Two circuit breakers are also available to control the individual chan-
nels. The two position switch, ON/OFF, controls the electrical power
supplied to the anti-skid control units. Selection of the OFF position,
illuminates the auto brake disarm light.

B737-200/300
• The anti-skid system may be inoperative for dispatch provided all
operations are conducted in compliance with the AFM. If only one
system is inoperative, the operative system should be selected ON to
provide anti-skid protection. The respective anti-skid control circuit
breaker must be pulled to ensure full manual braking capability on the
inoperative system. With anti-skid inoperative, payload considerations
should be reviewed, since takeoff & landing runway length limitations
may be a factor. In addition, speedbrakes must be manually extended
since automatic extension of the speedbrakes may not occur. Refer to
your MEL for details.
Autobrake System (panel 1146) Picture Schematic
• The autobrake system is designed to provide smooth, consistent, and

immediate brake application on touchdown. This automatic brake action
requires the anti-skid system to be operational. The autobrake system
applies hydraulic pressure to all brakes to slow the airplane at the rate
selected.
• Autobraking is initiated when both thrust levers are retarded; at least

one wheel speed on each side of the airplane is greater than 60 kts, and
the average wheel speed is greater than 70 kts. The first stage of initial
brake pressure of 200 psi, is followed by a positive pressure rate of 100
psi/second for 15 seconds. A second rate proportional to the decelera-
tion selected, achieves the selected deceleration within 3 seconds.
• (Oral Topic) Arming of the autobrake system occurs when:

1. Air/ground safety sensor is in the flight mode.
2. Anti-skid switch is selected ON.
3. Autobrake selector positioned to rate level.
• (Oral Topic) Activation if autobrake pressure occurs when:

1. Thrust levers are retarded to idle.
2. Main wheel spin-up.
• (Oral Topic) Termination of autobraking occurs when:

1. Movement of the spoiler handle to down detent.
2. Application of both brake pedals.
3. Selection of the autobrake select switch to OFF.

B737-200/300
Autobrake Select Switch (panel 1146)
• The autobrake select switch is used to select the level of desired braking.
The knob-switch must be pulled out to select the MAX position of decel-
eration`. The autobrake system may be inoperative for dispatch provided
the system is deactivated. Refer to your MEL.
Autobrake Disarm Light (panel 1146)
• The illumination of the amber autobrake disarm light indicates a malfunc-

tion has occurred within the autobrake system or that manual disarming
the system has occurred. Prior to landing, the crew selects the
autobrake switch to the desired level of braking. The autobraking sys-
tem will then conduct an automatic system self-test. Should the system
self-test feature detect a fault, the disarm light will illuminate. Prior to
takeoff, when selecting RTO, the autobrake disarm light will illuminate
for approximately 2 seconds, indicating the initiation of another self-test.
The light extinguishes at the completion of a successful self-test.
Autobrake Selection Criteria (panel 1146)
• Autobrake position (1), provides a nominal deceleration rate that pro-

vides light manual braking at 80 kts.
• Autobrake position (2), provides moderate deceleration rates. This is

normally used during wet/icy runways, slippery runways, and/or limited
landing runways distances.
• Autobrake position (3), provides the maximum deceleration rate for

minimum stop distance.
Autobrake RTO Mode (panel 1146)
• RTO (Refused Takeoff) is a feature of the autobrake system. The

purpose of the RTO mode is to provide maximum automatic braking
during a rejected takeoff. Upon the initial selection of the autobrake
selector switch RTO, the autobrake system conducts an internal self-
test. The Disarm Light will illuminate, indicating the start of the self-test.
Upon the completion of the test (approximately 1.5 seconds), the Dis-
arm Light will extinguish itself.

B737-200/300
• (Oral Topic) RTO mode provides full hydraulic brake pressure (3000 psi)
when:
1. System is armed.
2. Airplane on the ground.
3. Both throttles retarded.
4. Average wheel speed is greater than 88 kts.
• (Oral Topic) RTO mode can be disarmed by:

1. Positioning of the selector switch to OFF, 1, 2, 3 or MAX.
2. Stowing the spoiler handle.
3. Advancing either throttle.
4. Positioning the anti-skid to OFF.
5. Right main gear strut extension (after takeoff).
• Inadvertent selection of RTO while airborne, will cause no autobraking

action upon landing. After approximately 2 minutes, the autobrake dis-
arm light will illuminate, alerting the crew.
Landing Gear Control Panel Picture
Landing Gear Indicator Light (200/300)
• (Oral Topic) The landing gear indication system has been designed
with three red indicator lights, three green indicator lights, and an aural
warning horn. The system provides the flight crew with visual and aural
warnings of various landing gear conditions. The illumination of any red
indicator light indicates the landing gear is in transit and/or the landing
gear lever and the landing gear do not agree. The red lights also
provide visual warnings when the aircraft is in a possible landing con-
figuration and the landing gear is not extended and locked. In conjunc-
tion with the red visual warning, an aural warning can be heard when the
aircraft is in the landing condition and any gear is not extended and
locked. The illumination of any green indicator light indicates the re-
spective gear is extended and locked. The landing gear warning horn is
deactivated when all landing gears are extended and locked. Electrical
power is supplied from the 28V DC battery bus.
• The landing gear indication system has been designed with proximity
switch-type sensors. There are two downlock sensors for each main
gear, that provides gear downlock indications. The sensors are known
as the primary and secondary. They are located on the outboard side of

B737-200/300
each main gear strut. The primary sensor provides signals for the gear
indicating light system and the secondary provides signals for the gear
aural warning system. The uplock sensor signals are supplied by one
proximity switch-type sensor. The uplock sensor is located on the side
of the uplock hook of each main gear. The nose gear uses separate
down and lock sensors. The two nose gear sensors are located on the
lock brace unit.
• Either of the two systems (visual or aural), may be inoperative for dis-
patch, provided the center panel visual indications operate normally. Re-
fer to your MEL.
Landing Gear Warning Horn (200)
• (Oral Topic) The landing gear warning horn has been provided to give
aural warnings when the aircraft is in the landing configuration and any
gear is not extended and locked. The horn is activated by thrust lever
and flap positions. The landing gear warning horn will sound steady
whenever the following conditions exists.
1. Flaps are located at positions 1 through 10, the horn will sound
when either or both thrust levers are retarded to the idle position.
The horn can be silenced with the landing gear horn reset switch.
2. Flaps are located at positions 15 or 25, the horn will sound when
either, but NOT both thrust levers are retarded to the idle position.
The horn can be silenced with the landing gear horn reset switch.
The horn CANNOT be silenced when BOTH engines operating less
than 1.6 EPR.
3. Flaps are located at positions 30 or 40, the horn will sound regard-
less of thrust lever position or engine EPR settings. The horn
cannot be silenced by any means.
• The aural gear warning horn is located forward of the control stand,
below the first’s officers instrument panel. The horn will not sound when
the trailing edge flaps are in the up retraced position (up position).
Electrical power is provided by the 28V DC battery bus system.

B737-200/300
Landing Gear Warning Horn (300)
• (Oral Topic) The landing gear warning horn has

been provided to give aural warnings when the
aircraft is in the landing configuration and any
gear is not extended and locked. The horn is
activated by thrust lever and flap positions.
The landing gear warning horn will sound
steady whenever the following conditions ex-
ists.
1. Flaps are located at positions 1 through
10, the horn will sound when either or both
thrust levers are retarded between idle and
approximately 100 of thrust lever angle.
The horn can be silenced with the landing
gear horn reset switch.
2. Flaps are position 15, the horn will sound

when either thrust lever is retarded be-
tween idle and approximately 100 and the
opposite thrust lever is greater than ap-
proximately 30 0. The horn can be si-
lenced. The horn CANNOT be silenced
when BOTH thrust levers are positioned
below approximately 300.
3. Flaps are greater than position 15, the

horn will sound regardless of thrust lever
position. The horn cannot be silenced.
• The aural gear warning horn is located forward

of the control stand, below the first’s officers
instrument panel. The gear warning horn will
not sound when the trailing edge flaps are in
the up retraced position. Electrical power is
provided by the 28V DC battery bus system.

B737-200/300
Takeoff Configuration Warning Horn (200)
• (Oral Topic) The takeoff warning horn has been provided to give the flight
crew an aural warning of possible unsafe configurations that may exist.
The system is armed when the aircraft is on the ground and either engine
has accelerated towards the takeoff power levels. The warning horn
provides an intermittent warning and can only be cancelled when the
unsafe configuration has been rectified. The warning horn is located
forward of the control stand, below the first’s officers instrument panel.
The following items will sound the intermittent takeoff warning horn:
1. Speedbrake is not in the down position.
2. Trailing edge flaps are not in positions 1 through 25.
3. Stabilizer trim is not in the green band area.
4. Leading edge devices are not in the proper position for takeoff.
Note: A simple way to remember these items, is the use of a mental recall
checklist of “spoilers, flaps, and trim”. These are the configuration
items that can ruin your day if they are not properly set.
Takeoff Configuration Warning Horn (300)
• (Oral Topic) The takeoff warning horn has been provided to give the
flight crew an aural warning of possible unsafe configurations that may
exist. The system is armed when the aircraft is on the ground and
either or both thrust levers are advanced towards the takeoff power
levels. The warning horn provides an intermittent warning and can only
be cancelled when the unsafe configuration has been rectified. The
warning horn is located forward of the control stand, below the first’s
officers instrument panel. The following items will sound the intermittent
takeoff warning horn.
1. Speedbrake is not in the down position.

2. Trailing edge flaps are not in positions 1 through 15.
3. Stabilizer trim is not in the green band area.
4. Leading edge devices are not in the proper position for takeoff.
5. Parking brake is set.
Note: A simple way to remember these items, is the use of a mental recall
checklist of “spoilers, flaps, and trim”. These are the configuration
items that can ruin your day if they are not properly set.

B737-200/300
Landing Gear Lever (200)
• Landing gear operation is accomplished by using hydraulic pressure pro-

vided by System A. The landing gear lever controls the a selector valve,
that allows System A pressure to the landing gear actuators for extension
and/or retraction. The selection of the gear handle to the UP position,
mechanically operates the selector valve (via a cable system), allowing
hydraulic pressure to enter the “up lines” for retraction. The selection of
the gear handle to the DOWN position, mechanically operates the selec-
tor valve (via a cable system), allowing hydraulic pressure to enter the
“down lines” for extension. The OFF position, blocks hydraulic pressure
at the selector valve. The OFF position is the normal cruise position with
the gear retracted.
• (Oral/Simulator Topic) To prevent possible retraction of the landing

gear while on the ground, a solenoid operated latch has been provided.
The solenoid latch operates with the air-sensing proximity sensor.
When the aircraft is on the ground, the air sensor de-energizes the
solenoid and moves a latch into a position that prevents the physical
movement of the landing gear handle to the UP position. The failure of
the air/ground sensor, is a common simulator fault that may occur dur-
ing simulator training. This problem may occur shortly after departure
and is indicated by the failure of the landing gear handle movement to
the UP position. The checklist refers to two situations for gear handle
movement failure.
Situation No.1: Landing Gear Solenoid Failure

With the landing gear down, flaps retracted, and the takeoff warning
horn is silent: condition indicates the landing gear solenoid had failed.
Procedures call for the selection of the landing gear override trigger and
the movement of the gear handle to the UP and OFF positions. Refer-
ence page 262 for landing gear override trigger description. Refer to
your AFM for details.
Situation No.2: Air/ground Sensor Failure

horn is sounding: condition indicates the air/ground sensor has failed.
Procedures call for the pulling of the landing gear AIR-GRD relay circuit
breaker and landing at the nearest suitable airport. The reason for an
early landing, is that other aircraft systems may also be affected by this
failure. Those systems include pressurization, electrical standby power

B737-200/300
transfer, and standby hydraulic power activation to name a few. Refer to
your AFM for details.
Landing Gear Lever (300) Picture
• Landing gear operation is accomplished by using hydraulic pressure pro-

vided by System A. The landing gear lever controls the a selector valve
(located in the left wheel well), that allows System A pressure to the
landing gear actuators for extension and/or retraction. The selection of
the gear handle to the UP position, mechanically operates the selector
valve (via a cable system), allowing hydraulic pressure to enter the “up
lines” for retraction. The selection of the gear handle to the DOWN
position, mechanically operates the selector valve (via a cable system),
allowing hydraulic pressure to enter the “down lines” for extension. The
OFF position, blocks hydraulic pressure at the selector valve. The OFF
position is the normal cruise position with the gear retracted. Hydraulic
System B is also available for the retraction of the landing gear should
the No.1 engine’s N2 decrease below 56% rpm. This automatic action
is provided by the landing gear transfer valve. Refer to page 262 for
landing gear transfer valve description.
• (Oral/Simulator Topic) To prevent possible retraction of the landing

gear while on the ground, a solenoid operated latch has been provided.
The solenoid latch operates with the air-sensing proximity sensor.
When the aircraft is on the ground, the air sensor de-energizes the
movement of the landing gear handle to the UP position. The failure of
the air/ground sensor, is a common simulator fault that may occur dur-
ing simulator training. This problem may occur shortly after departure
and is indicated by the failure of the landing gear handle movement to
the UP position. The checklist refers to two situations for the failure of
gear handle movement.
Situation No.1: Landing Gear Solenoid Failure

horn is silent: the condition indicates the landing gear solenoid had
failed. Procedures call for the selection of the landing gear override
trigger and the movement of the gear handle to the UP and OFF posi-
tions. Reference page 262 for landing gear override trigger description.
Refer to your AFM for details.

B737-200/300
Situation No.2: Air/ground Sensor Failure
horn is sounding: condition indicates the air/ground sensor has failed.
Procedures call for the pulling of the landing gear AIR-GRD relay circuit
breaker and landing at the nearest suitable airport. The reason for an
early landing, is that other aircraft systems may also be affected by this
failure. Those systems include pressurization, electrical standby power
transfer, autoslat operation, landing gear transfer valve operation, and
standby hydraulic power activation to name a few. Refer to your AFM
for details.
Landing Gear System Transfer Valve (300)
• (Oral Topic) The landing gear transfer valve has been designed to route
System B hydraulic pressure for gear retraction should the No.1
engine’s N2 decrease below 56% rpm during takeoff. As a review,
System A pressure normally provides the required hydraulic pressure
for extension and retraction of the landing gear system. The transfer
valve will be electrically energized to the open position, blocking System
A pressure, anytime the following conditions occur.
1. Engine’s No. 1 N2 speed is below 56% rpm, and
2. Either main gear is not up and locked, and
3. Landing gear lever is not down.
• The landing gear transfer valve will return to its normal position when
the main landing gear is locked up and locked. The valve will also
return to the normal position when any of the other conditions are
removed. The power source for operating the landing gear transfer
valve is supplied from the No.1 28V DC bus. Internal self-test features
has been incorporated to monitor system operation. Indicators for this
self-test feature is located in the E/E compartment.
Landing Gear Override Trigger (200/300)
• The purpose of the override trigger is to allow the landing gear to be

raised, bypassing the solenoid lock. The solenoid lock has been pro-
vided prevent possible retraction of the landing gear while on the
ground. The solenoid latch operates with the air-sensing proximity sen-
sor. When the aircraft is on the ground, the air sensor de-energizes the
movement of the landing gear handle to the UP position.

B737-200/300
Manual Gear Extension Handles (200/300) Picture
• The manual gear extension system has been designed to provide the
capability to lower the landing gear when hydraulic system pressure is
not available. These manual procedures should also be used whenever
the landing gear lever is placed to the DOWN position and the green gear
light(s) do not illuminate. The system comprises of three manual control
handles (one for each landing gear), that operates a series of cables and
drums that will release the respective gear from the up and locked posi-
tion when pulled. The handles are located on the center flight deck floor,
under a small access door.
• Prior to operating the manual extension system, the landing gear control
lever should be selected to the OFF position to prevent possible hydrau-
lic locks during the manual extension process. The OFF position, also
removes hydraulic pressure from the landing gear actuators. A single
pull of the control handle, approximately 18 inches in length (45 lbs of
hand pressure) for the main gear and 8 inches in length (25 lbs of hand
pressure) for the nose gear, will release the associated landing gear.
The gear will free-fall into the locked position, and thus illuminating the
respective green landing gear indicator light. After the illumination of all
indicator lights, the landing gear lever should then be selected to the
DOWN position. Should any green indicator light fail to illuminate, the
use of the gear downlock viewers will be required to verify the proper
alignment of the mechanical downlock indicator markings. Warning, do
not hold the manual extension handles during normal hydraulic opera-
tion of the landing gear.
Main Gear Downlock Viewer (200/300)
• The main gear downlock viewer provides the means for inflight visual
inspection of the main gear downlock indicators when the normal light
indicating system is inoperative. The downlock viewer is located in the
floor near aisleway of the main cabin, at approximately the 3rd passen-
ger window aft of the overwing emergency exit door. Mirrors are
aligned with cutouts in the viewer tube, and are arranged so that the
main landing gear downlock indicators are centered in the field of vision
of each mirror. When a main gear is down and locked, the red paint
stripes on the lower side strut will align with the red paint stripe on the
lower downlock link. The wheel well light switch (inspection flood lights -
main gear), must be ON to illuminate the area for inspection. The

B737-200/300
inspection flood lights may be inoperative for dispatch during day opera-
tions only. For other types of operations, the lights may be inoperative
provided a landing gear indicating system other than the viewer system
and independent of the center panel indicating system has been in-
stalled. Refer to your MEL.
Nose Gear Downlock Viewer (200/300)
• The nose gear downlock viewer provides the means for inflight visual
inspection of the nose gear downlock indicators when the normal light
indicating system is inoperative. The nose gear viewer window and cover
are located in the flight deck floor. Two red arrows are painted on the
lock strut, one on the lock link and one on the lock brace. Down and
locked indications are shown when the red stripes are aligned. The
wheel well light must be on to illuminate the area for inspection.
Total Air Temperature Indicator (panel 1152)
• The digital Total Air Temperature indicator displays temperature data

received from the TAT computer via a single exterior TAT probe. The
TAT probe is located on the left forward fuselage. Temperature values
from -60 C0 to +60 C0 can be displayed from the indicator. TAT tem-
perature values are valid only during inflight operations.
• (Oral Topic) The definition of Total Air Temperature (TAT), is outside air
temperature PLUS all the ram rise. During ground operations, TAT val-
ues are approximately the outside air temperature when the pitot heat
switch is selected OFF.

B737-200/300
• The total air temperature indicator may be inoperative for dispatch pro-
vided an “alternate means” of determining temperature is available.
“Alternate means” of temperature may include temperature as displayed
by the PDCS, SAT, or RAT. Refer to your MEL.
Total Air Temperature Indicator (panel 1153)
• The total air temperature indicator displays temperature received directly

from the single exterior TAT probe. The TAT probe is located on the left
forward fuselage. Temperature values from -70 C0 to +50 C0 can be
displayed from the indicator. TAT temperature values are valid only
during inflight operations.
vided an “alternate means” of determining temperature is available.
“Alternate means” of temperature may include temperature as displayed
by the PDCS, SAT, or RAT. Refer to your MEL.
Air Temperature/True Airspeed Indicator (panel 1154)
• The temperature and airspeed indicator provides selectable displays of

total air temperature (TAT), static air temperature (SAT), and true air-
speed (TAS). TAT temperature values are valid only during inflight
operations, however, outside air temperatures (OAT) can be indicated
during ground operations with the pitot heat switches OFF. All tempera-
ture and airspeed values are received from the No.1 ADC.
• A selector push button has been provided to select in sequence TAT,

SAT, or TAS displays. As the value is presented in the center of the

B737-200/300
indicator, an annunciation of the TAT, SAT, or TAS is illuminated above
it. The digital displays are presented in 0C for TAT and SAT. True
airspeed values are presented in knots.
• The total air temperature system uses a single temperature probe,

which is located on the left forward fuselage. The TAT probe has been
designed with three internal sensing elements, providing temperature
data to each ADC. TAT data from the No.1 ADC is provided to the FMC,
both IRSs, FCC “A”, and the autothrottle system. TAT data from the
No.2 ADC is provided to the FMC, both IRSs, FCC “B”, and the
autothrottle system
vided an “alternate means” of determining temperature is available. Re-
fer to your MEL.
TAT-MAX EPR Indicator (panel 1155)
• The true air temperature and maximum EPR indicator displays TAT
temperatures, maximum EPR values for selected flight modes, and an-
nunciates the flight mode selected. TAT temperatures displayed re-
flects ambient air temperature that has been corrected for compression
heating (ram rise). TAT temperature values are valid only during inflight
operations. A warning flag has been provided to give visual warnings of
TAT signal failures.
• The maximum EPR portion of the indicator provides a continuous dis-

play of maximum allowable EPR for the flight mode selected. Data from
the TAT probe and from the ADC are used to determined the correct
EPR value displayed. The values are also automatically adjusted for
the use of engine bleed air. A warning flag has been provided to give
visual warnings of internal system and/or electronic failures.
• The EPR flight mode selector is located on the lower right corner of the
indicator and provides the means to select the appropraite maximum
EPR for the current flight conditions. Four modes of EPR display are
available for selection. They consist of GA (maximum go-around),
CONT (maximum continuous), CLIMB (maximum climb) and CRZ
(maximum cruise). Pressing the selector knob, provides the means to
test the system and drives the TAT and MAX EPR displays to a preset
value.

B737-200/300
Hydraulic Brake Pressure Indicator (200)
• The hydraulic brake pressure indicator is located on the First Officer’s

flight instrument panel. A secondary brake pressure indicator is also
located in the wheel well area. The indicator displays System A and
System B brake pressures. Pressure indications are sensed from the
precharge side of the brake accumulator. Nominal pressures of 3000
psi are normally displayed, maximum limits of 3500 psi are indicated by
the shaded band. Accumulator precharge pressures are shown as 1000
psi. Displays of zero pressure, indicates the precharge has been lost.
Loosing the nitrogen precharge will have no affect on normal braking, as
long as normal hydraulic pressures are maintained.
• The brake system receives hydraulic pressure from two independent

hydraulic sources. System A pressure is provided to the inboard brakes
and System B pressure to the outboard brakes. A brake accumulator
has beem provided for each brake system. The brake accumulator has
several functions. The accumulator stores hydraulic pressure for brakes
operations, maintains instantaneous flow of fluid to the brakes, and
dampens pressure fluctuations. With the lost of normal system pres-
sures, accumulator braking provides approximately 5 to 6 applications of
“emergency” braking. The accumulator is precharged with nitrogen or
compressed dry air to 1000 psi. Brake pressure is controlled by the
anti-skid system. Automatic braking is provided during gear retraction
to the main gear wheels. Nose wheel stopping (during gear retraction),
is accomplished by brake snubbers located in the top of the nose wheel
area.
Schematic Picture Limitation Schematic

B737-200/300
• Either of the two brake pressure sensing units (A or B), may be inopera-
tive for dispatch provided that both wheel well brake pressure indicators
operate normally. These wheel well indicators must also be visually
checked prior to each departure. Refer to MEL.
Hydraulic System Pressure Indicator (200)
• The hydraulic system pressure indicator is located on the First Officer’s

flight instrument panel, just below the brake pressure indicator. The
pressure indicator displays System A and System B hydraulic pressures.
Each hydraulic system is incorporated with two separate sensing units.
This design provides backup pressure indications should either sensor
and/or indicator failure. The system pressure indicator sensor is located
downstream of the pumps and check valves, prior to the using units. The
low pressure caution light’s sensors are located in the pump output lines.
Nominal pressures of 3000 psi are normally displayed, maximum limits of
3500 psi are indicated by the shaded band. Selection of the associated
system pumps to the OFF positions, will cause the respective pointer to
display zero pressure.
• The hydraulic pressure indicator (A and B), may be inoperative for

dispatch provided system pressure can be verified from the brake pres-
sure indicator prior to each flight and all hydraulic low pressure lights
must operate normally. Refer to your MEL.
Hydraulic System Low Quantity Lights (200)
• (Oral Topic) Two amber hydraulic system low quantity lights are located
on the First Officer’s flight instrument panel. They are labeled as A
LOW QUANTITY and B LOW QUANTITY. The illumination of either
caution light indicates hydraulic fluid level is low in the respective reser-
voir. System A and System B reservoirs are located in the main wheel
well and are interconnected by fluid balance lines. To demonstrate the
design concept of the hydraulic balance line, imagine the illumination of
the B LOW QUANTITY light. This indicates System B hydraulic fluid
has been reduced to approximately .65 gallons. Now, observe System
A quantity indicator. System A quantity level displays approximately
1.84 gallons, indicating the fluid level inside System A reservoir has also
been reduced. This reduction of fluid terminates at the top of the fluid
balance line standpipe, thus preventing any further reduction in fluid from
System A to System B reservoir.

B737-200/300
Hydraulic System A Quantity Indicator (200) Picture
• The System quantity indicator is located on the First Officer’s flight

instrument panel. A remote quantity indicator is located at the hydraulic
reservoir within the wheel well. The indicator displays hydraulic quantity
within the reservoir. With System A full, the indicator displays 3.5 US
gallons. With the indicator pointer at the RF (refill) mark, indicates the
reservoir contains 2.4 US gallons.
• System A quantity indicator may be inoperative for dispatch provided

hydraulic quantities are checked prior to departure and System A pres-
sure indicator operates normally. System B and the standby hydraulic
system low quantity lights must also operate normally. Refer to your
MEL.
• (Oral Topic) There are no hydraulic quantity indicators for System B.

System A and System B reservoirs are located in the main wheel well
and are interconnected by fluid balance lines. By the design of the
hydraulic system, System B reservoir should always be full. With a
decrease of hydraulic fluid in System B, System A quantity indicator
should show the decrease. Refer to the hydraulic system low quantity
lights section for further information.
Hydraulic Brake Pressure Indicator (300) Schematic
• The brake pressure indicator is located on the First Officer’s flight instru-
ment panel. A second pressure indicator is located in the wheel well.
Brake pressure is sensed from the precharge side of the brake accumula-
tor. Nominal pressures of 3000 psi are normally displayed, maximum
limits of 3500 psi are indicated by the shaded band. Accumulator
precharge pressures are shown as 1000 psi.

B737-200/300
• The brake system has been designed with two subsystems, designated
as normal and alternate braking. Normal braking is accomplished by
System B pressure through the normal brake metering valves or through
the autobrake module. Alternate braking is accomplished by System A
pressure through the alternate brake metering valves when System B
pressure is not available. The automatic transfer from normal braking to
alternate braking occurs whenever System B pressure drops below 1500
psi. The transfer to alternate braking causes the accumulator isolation
valve to block the outflow of fluid and traps pressure within the accumula-
tor. This action provides another backup source of “stored” pressure for
limited brake applications. With the loss of System B (normal brake
pressure) and System A (alternate brake pressure), the accumulator iso-
lation valve will open, allowing several additional applications of brake
pressure through the normal brake lines.
• The brake accumulator has several functions. The accumulator stores

hydraulic pressure for limited brake operations, maintains instantaneous
flow of fluid to the brakes, and dampens pressure fluctuations. With the
loss of both System B and A pressures, accumulator braking provides
approximately 5 to 6 applications of “emergency” braking.
• Automatic braking is provided during gear retraction to the main gear

wheels. Nose wheel stopping (during gear retraction), is accomplished
by brake snubbers located in the top of the nose wheel area.
Hydraulic System Pressure Indicator (300) Picture Schematic
• The hydraulic system pressure indicator is located on the First Officer’s

flight instrument panel, just below the brake pressure indicator. The
pressure indicator displays System A and System B hydraulic pres-
sures. Each hydraulic system is incorporated with two separate sensing
units. This design provides backup pressure indications should either
sensor and/or indicator failure. The system pressure indicator sensor
is located downstream of the pumps and check valves, prior to the using
units. The low pressure caution light’s sensors are located in the pump
output lines. Nominal pressures of 3000 psi are normally displayed,
maximum limits of 3500 psi are indicated by the shaded band. Selec-
tion of the associated system pumps to the OFF positions, will cause the
respective pointer to display zero pressure.

B737-200/300
• The hydraulic pressure indicator (A and B), may be inoperative for dis-
patch provided system pressure can be verified prior to each flight and all
hydraulic low pressure lights must operate normally. System A verifica-
tion procedures requires visually checking System A flight control low
pressure lights when selecting the System A electric pumps ON. Sys-
tem B verification procedures requires checking the Brake Pressure Indi-
cator for 3000 psi of System B pressure after the selection of the electric
pumps to ON. Refer to your MEL.
Hydraulic System Quantity Indicators (300)
• The System A and B quantity indicators are located on the First Officer’s
flight instrument panel. Two remote direct reading indicators, one for
each system, are located at the hydraulic reservoirs within the wheel well.
System A indicator poniter at the F (full) mark, 4.8 US gallons will be
available for system use. With the quantity pointer at the RFL (refill)
mark, 4.2 US gallons will be available. System B indicator poniter at the
F (full) mark, 7.2 US gallons will be available for system use. With the
quantity pointer at the RFL (refill) mark, 6.4 US gallons will be available.
System B pointer at the zero mark, one gallon of hydraulic fluid will be
available. Refer to hydraulic system section for additional information.
• The quantity indicators receive information from a float-type level trans-

mitter at the reservoir. Electrical power for System A quantity indicator
is received from the No.2 28V DC bus. Electrical power for System B
quantity indicator is received from the No.1 28V DC bus. When electrical
power is removed from the indicator, the quantity pointer moves off scale.

B737-200/300
• (Oral Topic) Hydraulic System B and the standby hydraulic system has
been designed with a connecting balance line. This line connects Sys-
tem B reservoir with the standby system reservoir. This provides the
standby system a source of reservoir pressurization. With a loss of fluid
in the standby reservoir, System B quantity indicator will display approxi-
mately 3.5 gallons of remaining fluid. The location and height of the
balance line standpipe within the System B reservoir has been designed
to prevent a complete loss of System B fluid through the connecting
balance line to the standby system.
• System A and quantity indicator may be inoperative for dispatch provided

hydraulic quantities are checked prior to departure and System A pres-
sure indicator operates normally. The hydraulic low pressure lights must
operate normally. System B and quantity indicator may be inoperative for
dispatch provided hydraulic quantities are checked prior to departure and
System B pressure indicator operates normally. The hydraulic low pres-
sure lights must operate normally. Refer to your MEL.
Nose Wheel Steering (200) Picture
• Nose wheel steering is provided for aircraft directional control during

ground operations. Nose wheel steering uses Hydraulic System A pres-
sure through the landing gear down line. Normal steering is accom-
plished by either the steering control wheel or the rudder pedals. Both
are mechanically connected to the nose gear steering valve by cables.
The steering valves directs 3000 psi of hydraulic fluid to the nose gear
steering cylinders. This action turns the steerable portion of the landing
gear. The steering control wheel (Captain’s side panel), can turn the
nose wheel 780 from center and the rudder pedals at full deflection can
turn the nose wheel 70 from center. The wheel turn of 950 provides
control for the maximum steering angle of 780. Rudder pedal steering
becomes inactive as the nose gear strut extends.
Nose Wheel Steering (300) Picture
• Nose wheel steering is provided for aircraft directional control during

ground operations. Nose wheel steering uses Hydraulic System A pres-
sure through the landing gear down line. Normal steering is accom-
plished by either the steering control wheel or the rudder pedals. Both are
mechanically connected to the nose gear steering valve by cables. The
steering valves directs 3000 psi of hydraulic fluid to the nose gear steer-

B737-200/300
ing cylinders. This action turns the steerable portion of the landing gear
as desired. The steering control wheel (Captain’s side panel), can turn
the nose wheel 780 from center and the rudder pedals can turn the nose
wheel 70 from center (full deflection of rudder pedal). The nose wheel turn
of 950 provides control for the maximum steering angle of 780. Rudder
pedal steering becomes inactive as the nose gear strut extends.
• The rudder pedal nose wheel steering system may be inoperative for
dispatch provided the operation of the associated systems are not af-
fected and all takeoffs and landings are accomplished by the captain in
the left seat. Refer to your MEL.
• Some aircraft come equipped with an alternate hydraulic pressure

source selector. This selector is known as the alternate nose wheel
steering switch and is located on the Captain’s instrument panel. Nor-
mal steering pressure is provided by System A hydraulic pressure. Se-
lecting the switch to the ALT position provides System B pressure to
power the nosewheel steering system.
Steering Lockout System (300) Picture
• The purpose of the steering lockout system is to bypass System A

hydraulic pressure, allowing the aircraft to be towed or pushback without
depressurizing System A. The system consists of a depressurizing
valve, control knob, and a locking pin. The depressurizing valve is
located on the right forward side of the nose gear cylinder. Selecting
the control knob to the IN position, blocks the pressure leading to the
steering metering valve. Pressure is then routed back through the
return lines of the system. The locking pin is then installed in the
depressurizing valve, thus holding the depressurizing valve in the proper
position. The aircraft can now be towed or pushed with System A
pressurized.

B737-200/300
GPWS Inoperative Light (as installed)
• The illumination of the amber GPWS INOP light indicates the loss of
electrical power and/or invalid inputs from the VHF NAV, ADC, or radio
altimeter are being received. In case of GPWS malfunctions, it is recom-
mended not to deactivate the GPWS by pulling the respective circuit
breaker or the use of the flap/gear inhibit switch. Only use those meth-
ods of deactivation when approved procedures required it.
• The GPWS system may be inoperative for dispatch provided alternate

procedures are followed and repairs to the system are made within 3 flight
days. Pilots should maintain the MEA along all published airways and
operate above the minimum IFR altitudes when off the airways. Refer to
your MEL.
GPWS System Test Switch (as installed)
• The GPWS system has been designed with an internal self-test feature
that performs the self-test when the SYS TEST switch-button is selected.
Upon pressing the button, the GPWS, BELOW G/S, and the INOP lights
will illuminate. The aural warnings of the GPWS system (“GLIDE SLOPE
- WHOOP WHOOP PULL UP”) will also sound, indicating proper opera-
tion. The GPWS test system has been designed so the test feature is
deactivated between 50 and 1000 feet radio altitude, anytime the landing
flaps are selected, and when the aircraft is airborne.
GPWS Flap/Gear Inhibit Switch (as installed)
• The guarded flap/gear inhibit switch has two modes of operation avail-
able, NORMAL and INHIBIT. During daily operations, the switch is
placed in the NORMAL guarded-position, thus providing flap and landing

B737-200/300
gear position logic for GPWS Modes 2, 3 and 4. The lifting of the
protective guard and the selection of the switch to the INHIBIT position,
cancels warnings and alerts caused by the flaps not being in a landing
position. The INHIBIT feature also cancels warnings as they relate to the
position of the landing gear. This INHIBIT feature for the landing gear
warnings is only used during partial and/or gear up landing procedures.
Ground Proximity Warning System (as installed)
• (Oral Topic) There are several different models of GPWS systems avail-
able for the B737. The following discussion reviews the Mark II GPWS
system and has been provided as an introduction to the concept of the
GPWS system. Some examiners may ask general questions with re-
gards to the basic modes of operation and the respective warnings pro-
vided. Refer to your AFM for detailed information concerning the model
installed in your aircraft.
• The Mark II ground proximity warning system has been designed to

provide the flight deck crew visual and aural warnings of unsafe flight
conditions and/or configurations. The GPWS system has five modes of
operations available between radio altitudes of 50’ and 2450’. The GPWS
computer receives data inputs from the radio altimeter, barometric alti-
tude, No.1 ADC, Captain’s glide slope, and gear/flaps positions. The loss
of any data input to the GPWS computer, will only affect the mode of
warning using that information.
• The five modes of operations of the GPWS system are:

Mode 1 Excessive descent rate.
Mode 2 Excessive terrain closure rate.
Mode 3 Altitude loss after takeoff or go-around.
Mode 4 Unsafe terrain clearance - not in landing configuration.
Mode 5 Excessive deviation below glide slope.
• Mode 1: Excessive Descent Rate: Provides aural and visual warn-

ings for excessive descent rate to terrain (aircraft configuration not a
factor). The two aural warnings are announced based on the ratio of
descent rate and radio altitude. The initial warning of “SINK RATE” is
given, followed by “WHOOP WHOOP PULL UP” if the condition worsens.
Visual alert warnings are provided by the illumination of the red PULL-UP
lights (located on the forward flight instrument panel).

B737-200/300
• Mode 2: Excessive Terrain Closure Rate : Provides aural and visual
warnings for excessive terrain closure rate. The initial warning of “TER-
RAIN - TERRAIN” is given, followed by “WHOOP WHOOP PULL UP” if
the condition worsens. Visual alert warnings are provided by the illumina-
tion of the red PULL-UP light (located on the forward flight instrument
panel).
• Mode 3 Altitude Loss after Takeoff or Go-around: Provides aural and

visual warnings for excessive altitude loss after takeoff or go-around.
This mode is automatically activated between 50’ - 700’ radio altitude and
when the flaps or landing gear are retracted. The aural warning of “DON’T
SINK” is given and the visual alert warnings are provided by the illumina-
tion of the red PULL-UP lights (located on the forward flight instrument
panel).
• Mode 4 Unsafe Terrain Clearance - Not in Landing Configuration:

Provides aural and visual warnings for unsafe terrain clearance with refer-
ence to airspeed, landing gear, and/or flap configurations. The warning of
“TOO LOW GEAR - TOO LOW GEAR” is given when the aircraft is below
500’ radio altitude and 181 kts and the landing gear is not down. The
warning of “TOO LOW TERRAIN” is given when the aircraft is below
1000’ radio altitude and 235 kts, with the landing gear and/or flaps are not
in the landing configuration. The warning of “TOO LOW FLAPS” is given
when the aircraft is below 200’ radio altitude and 149 kts, with the landing
gear and flaps are not in the landing configuration. Visual alert warnings
are provided by the illumination of the red PULL-UP lights (located on the
forward flight instrument panel).
• Mode 5 Excessive Deviation below Glide Slope: Provides aural and

visual warnings for excessive deviation of 1.3 dots below the glide slope.
The initial “soft” warning of “GLIDE SLOPE - GLIDE SLOPE ” is given
when the aircraft is below 1000’ radio altitude and 1.3 dots of deviation.
This “soft” warning increases in amplitude to a “loud” warning should the
aircraft reach 2 dots of deviation and a radio altitude of less than 300’.
This mode is automatically armed when valid signals are received from
the Captain’s G/S receiver and with radio altitudes below 1000’. Mode 5
can be cancelled or inhibited by pressing the BELOW G/S warning light
only when in the “soft” range of alert. Visual alert warnings are provided
by the illumination of the red BELOW G/S lights (located on the forward
flight instrument panel).

B737-200/300
Center Console Picture
Horizontal Stabilizer Trim Control System (200/300)
• The controls for the horizontal stabilizer trim control system are located
on the center console and on the control column wheel. The purpose of
the stabilizer trim system is to provide longitudinal trim of the aircraft by
varying the angle of attack of the horizontal stabilizer. The trim system
consists of the stabilizer connected to a jackscrew mechanical device.
The jackscrew is controlled by two electric 115V AC actuators and
manual control cables. The maximum travel limit of the stabilizer is
approximately 17 units of trim.
• The control of the stabilizer trim system is by the main electric actuator,
via the thumb trim switches located on the control wheels. The autopilot
actuator is controlled by the pitch channels and the speed trim system.
As a backup source of control , manual cables have been provided, via
the manual trim wheel (located on the center console control stand). The
system has been designed with trim cutout switches, that provides the
means of removing all electrical power from either control actuator.
• The stabilizer’s main electric trim actuator is a two speed motor. Trim
speed control is automatically determined by the position of the trailing
edge flaps. The motor operates at low speed whenever the flaps are
retracted and at high speed whenever the flaps are extended to any
position. There is a maintenance limitation of actuator operation of 2
minutes ON and 13 minutes OFF for possible overheating problems.
This information is important to remember during runaway trim conditions.
Over-trimming by pilots in the opposite direction may occur during this
non-normal condition. Over-trimming has the potential to cause additional
overheat and/or stalled problems to occur. Thence, complicating the
problems already existing.
Stabilizer Trim Band Range (200/300)
• The stabilizer trim band range has been designed to provide a visual
reference of stabilizer position in trim units. The green takeoff reference
band displays units of stabilizer trim that can be used for takeoffs. Trim
positions outside this green band range during takeoffs, will cause the
aural takeoff warning horn to sound.

The Cockpit Review® Picture
B737-200/300
Stabilizer Trim Wheel (200/300)
• The stabilizer trim wheel is located on either side of the center console
control stand. The wheel rotates anytime the stabilizer is in motion.
Manual trimming of the stabilizer is accomplished by rotating the trim
wheel in the desired direction, causing a chain assembly to move cables
connecting the aft assembly of the stabilizer’s jackscrew gearbox cable
drum. Manual operation of the trim wheel, will cause the disengagement
of both electric actuators.
Stabilizer Trim Cutout Switches (200/300)
• The stabilizer trim cutout switches provides the means of removing all
electrical power from stabilizer’s electric actuators. Electrical power for
the stabilizer trim actuators is supplied from the No.2 115V AC transfer
bus and the No.2 28V DC bus.
Speed Brake Lever (200/300) Limitation
• The speed brake lever is located on the left side of the center console
control stand. The speed brake lever has four positions available. The
DOWN detent position, positions all flight and ground spoiler panels to the
flared position. The ARMED position, arms the automatic speedbrake
system. Upon touchdown, the speedbrake handle moves to the UP
position, and all flight and ground spoilers extend. The FLIGHT DETENT
position, extends all flight spoilers to their maximum position for inflight
use. The UP position, extends all flight and ground spoilers to their
maximum position for ground use.
• Movement of the speedbrake lever, actuates the control assembly to all

the spoiler panels as speedbrakes. Cables run aft to the spoiler mixer
and ratio changer in the right main gear wheel well. The spoiler panels
are positioned to any position between 00 - 400. The speedbrake system
has been designed with a device called the "speedbrake lever no-back
brake". This device prevents the speedbrake lever from being reposi-
tioned by vibration or from cable feedback movement.
Parking Brake Lever (200/300) Limitation Picture Schematic
• The park brake lever provides the means of setting the parking brake.
This can be accomplished from either the Captain's or First Officer's

B737-200/300
rudder pedals by depressing the brake pedals fully and pulling the brake
lever on the control stand. To release the parking brake, the Captain's or
First Officer's brake pedals need only be applied, causing the brake bell
cranks to disengage.
• The parking brake shutoff valve is installed in the return line brake line,
between the four anti-skid control valves. The purpose of the brake
shutoff valve is to prevent pressure bleed-off after the initial application of
brake pressure. The battery switch must be selected ON prior to setting
the parking brake. Electric power for the brake valve operation is pro-
vided by 28V DC power from the battery bus.
Autothrottle Disengage Switches (200/300)
• The autothrottle disengage switches-buttons are located on the outside

portion of both thrust lever handles. The selection of either switch, will
automatically disengage the autothrottle. The disengagement of the A/T
will cause the illumination of the red disengagement lights (light flashes
intermediately) and the automatic movement A/T arm switch to the OFF
position. Selecting the disengage switch-button a second time, extin-
guishes both A/T disengagement caution lights.
Takeoff/Go-Around Switches (TO/GA - 200)
• The F/D takeoff mode and autothrottle system activation are initiated by
the selection of the TO/GA button. The F/D mode directs the command
bars for 100 nose-down and wings level. At approximately 60 kts, the
command bars moves to 150 nose-up. After wheels up, the command
bars provide guidance to maintain pitch that will achieve MCP speed plus
20 kts. During the takeoff roll and initial climb, F/D commands wings
level. Normally at 400’, takeoff mode is terminated and LVL CHG is
selected. Another function of the TO/GA button is the activation of
autothrottle system. The selection of the TO/GA button during takeoff,
initiates thrust lever movement. The annunciator panels will reflect a
change of A/T status from ARM to EPR. The A/T system will automati-
cally set takeoff thrust by 60 kts. The annunciator panel will indicate A/T
status of THR HOLD by 64 kts. Once THR HOLD has been obtained,
only manual changes by the flight crew can be made to the thrust levers.
The THR HOLD function will be maintained until 400’ RA (approximately
18 seconds after takeoff).

B737-200/300
• During the execution of a go-around, the selection of the TO/GA button
will initiate the go-around mode of the autothrottles. The thrust levers will
advance to a “REDUCED” go-around thrust setting. This provides a climb
rate of approximately 1000’ to 2000’ fpm. The flight mode annunciator
panel will display GA for A/T. If maximum go-around thrust is required by
the flight crew, pressing the TO/GA button a second time, will advance
the thrust levers to a “MAX” go-around thrust setting. The go-around
mode of the autothrottle system automatically arms when descending
below 2000’ RA.
Takeoff/Go-Around Switches (TO/GA - 300)
• The F/D takeoff mode and autothrottle system activation are initiated by
the selection of the TO/GA button. The F/D mode directs the command
bars for 100 nose-down and wings level. At approximately 60 kts, the
command bars moves to 150 nose-up. After wheels up, the command
bars provide guidance to maintain pitch that will achieve MCP speed plus
20 kts. During the takeoff roll and initial climb, F/D commands wings
level. Normally at 400’, takeoff mode is terminated and LVL CHG is
selected. Another function of the TO/GA button is the activation of
autothrottle system. The selection of the TO/GA button during takeoff,
initiates thrust lever movement. The annunciator panels will reflect a
change of A/T status from ARM to N1. The A/T system will automati-
cally set takeoff thrust by 84 kts (64 kts on earlier aircraft). The annun-
ciator panels will now indicate A/T status of THR HOLD. Once THR
HOLD has been obtained, only manual changes by the flight crew can be
made to the thrust levers. The THR HOLD function will be maintained
until 400’ RA (approximately 18 seconds after takeoff).
• During the execution of a go-around, the selection of the TO/GA button

will initiate the go-around mode of the autothrottles. The thrust levers will
advance to a “REDUCED” go-around thrust setting. This provides a climb
rate of approximately 1000’ to 2000’ fpm. The flight mode annunciator
panel will display GA for A/T. If maximum go-around thrust is required by
the flight crew, pressing the TO/GA button a second time, will advance
the thrust levers to a “MAX” go-around thrust setting. The go-around
mode of the autothrottle system automatically arms when descending
below 2000’ RA.

B737-200/300
Thrust Levers (200)
• The thrust levers are connected to the fuel control unit by various control
cables and linkage. They are designed with a lockout mechanism that
prevents simultaneous actuation of the forward and reverse thrust levers.
The reverse thrust levers are attached to the top section of the forward
thrust levers. As with the forward thrust levers, the reverse thrust levers
provides the means to control the variable fuel supply for reverse thrust
operations. The reverse thrust levers have incorporated a detent position
that serves as a warning of approaching temperature limits range. Move-
ment past this detent position, may cause an engine over-temperature
condition to occur.
Thrust Levers (300)
• The thrust levers controls engine thrust by providing thrust requirement

inputs to the MEC. The MEC then controls the fuel supply to the engine,
and thereby the engine thrust. A lockout mechanism prevents simulta-
neous actuation of the forward and reverse thrust levers, to assure posi-
tive forward or reverse thrust control. With the thrust reverser in the
deployed position, the thrust levers cannot be advanced.
Flap Lever (200/300) Picture Schematic Limitation
• The flap lever controls the operation of the flap drive system, through the
use of a cable drum system. The major components of the flap drive
system are the trailing edge control valve, leading edge flap control valve,
hydraulic drive motor, flap load limiter, and the alternate drive motor. The
TE and LE control valves regulates hydraulic pressure to various hydrau-
lic motors and actuators for flight control operation. In case of flap lever
cable breakage, the system has been designed to allow the flap bypass
valve to prevent hydraulic pressure from operating the flap power unit.
• A flap load limiter has been designed to provide protection for the trailing
edge flaps against excessive airspeeds. The system is activated when
the flap control lever is moved to the 40 position. When the internal
airspeed switches close at excessive airspeed, the trailing edge flap
control valve is positioned to retract the flaps to 30 units. The flaps will
automatically return to the 40 position when the airspeed decreases to a
range of 147 to 157 kts.

B737-200/300
• (Oral Topic) Flap gates have been provided to help prevent inadvertent
flap lever movement past predetermined reference points. The flap gate
at position 1 provides a “reference check point” for single engine go-
arounds. The flap gate at position 15 provides the “reference check
point” for normal two engine go-arounds. The flap lever is also designed
with a spring-loaded lock system which locks the handle in each detent
position, thus providing another means to help prevent inadvertent flap
lever movement.
Start Levers (200)
• The start levers are located on the front of the center control stand. The
two-position levers, provide control for the fuel flow system and the
ignition circuits. Movement of the lever to the IDLE position, allows the
opening of the main fuel shutoff valve in the fuel control unit. The ignition
circuits are also energized with this selection. Movement of the lever to
the CUTOFF position, closes the main fuel shutoff valve and de-ener-
gizes the ignition circuit.
• During engine starting, the start levers are positioned to IDLE detent at
approximately 20% N2 or when maximum motoring has been achieved.
The definition of maximum motoring is when N2 acceleration is less than
1% in 5 seconds. The minimum N2 starting value for start lever move-
ment is 15% N2. Refer to your AFM.
Start Levers (300)
• The start levers are located on the front of the center control stand. The
two-position levers, provide control for the fuel flow system and the
ignition circuits. Movement of the lever to the IDLE position, energizes
the ignition system, electrically opens the engine fuel shutoff valve, and
mechanically opens the MEC shutoff valve. Movement of the lever to
the CUTOFF position, de-energizes the ignition circuit, closes the engine
fuel shutoff and MEC shutoff valves.
• During engine starting, the start levers are positioned to IDLE detent at
approximately 25% N2 or when maximum motoring has been achieved.
The definition of maximum motoring is when N2 acceleration is less than
1% in 5 seconds. The minimum N2 starting value for start lever move-
ment is 20% N2. Refer to your AFM.

B737-200/300
Stabilizer Brake Release Knob (200) Picture
• The flight control system has been incorporated with a stabilizer brake.
The purpose of the stabilizer brake is to stop unwanted trim motion. This
is accomplished by the pilot moving the control columns opposite to the
trim motion, thus engaging the stabilizer brake. The stabilizer brake
release knob has been added to the system to help release this braking
action. The stabilizer brake can also be released by reversing the trim
direction.
Rudder Trim Wheel (200) Picture
• The single rudder trim control wheel is located on the aft center console.
Rotating the trim wheel in either direction repositions the rudder feel and
centering mechanism, which causes a shift in the rudder neutral control
position. The rudder pedals are displaced proportionately.
Aileron Trim Wheel (200) Picture
• The single aileron trim control wheel is located on the aft center console.
Rotating the trim wheel in either direction repositions the aileron feel and
centering mechanism, which causes a shift in the aileron neutral control
position.
Rudder Trim Switches (300) Schematic
• The rudder trim switches are located on the center aisle console stand.
Rudder trim is accomplished by the activation of the rudder trim switch
which electrically repositions the rudder feel and centering mechanism.
The rudder pedals are displaced proportionately. Electrical power for
rudder trim system is provided by No.1 115V AC transfer bus.
B737-200/300
• The rudder trim indicator is located directly above the rudder trim
switches. The indicator is marked with 17 units of trim, but only the
maximum of 16 units of trim can be displayed. Loss of electrical power
to the indicator is displayed as a black tape covering the pointer and a
OFF flag appearing at the left side of the indicator.
Aileron Trim Switches (300) Picture Schematic
• The two spring-loaded aileron trim switches are located on the aft center
console. Movement of both switches are required to reposition the aile-
ron feel and centering mechanism. This directs inputs to the power
control units for aileron movement. The trim switches are electrically
operated, with electrical power being supplied from the No.1 115V AC
transfer bus. The trim switches provides 10 units of aileron trim in either
direction, thus providing the availability of a maximum movement of 150
up or down. Aileron trim is only available when at least one hydraulic
system is available to the aileron flight control system.
Service Interphone Handsets (200/300)
• The service interphone handsets are located on the center control stand.
The handset is primarily used for communications with the cabin crew.
The selection of the service interphone switch to the ON position, pro-
vides the connection of the handset for communications with any external
jack.
• The service interphone system may be inoperative for dispatch provided

normal, alternate, and emergency communication procedures are estab-
lished. The PA system must also be operational with an inoperative.
Many airlines have procedures outlined in their flight operations manuals
pertaining to the use of a chime code system. This chime code system
may be used as an alternate procedure, as mentioned above. Refer to
your MEL.
PA Hand Microphone (200/300) Picture
• The PA hand microphone is located next to the service interphone hand-

set. The primary purpose of the PA hand-held microphone is to provide
the capability of making direct PA announcements to the cabin, thus
bypassing the audio selector panels.

B737-200/300
• The passenger address system may be inoperative for dispatch provided
normal, alternate, and emergency communication procedures are estab-
lished. The flight deck and cabin interphone system must be opera-
tional. Refer to your MEL with reference to hourly limitations of aircraft
operation with an inoperative PA system.
Overheat Detector Switch (200) Schematic
• The overheat detector switches are located on the upper left corner and
on the upper right center of the fire protection panel. Each switch has
two positions, NORM or FIRE. The selection to the NORM position
connects the associated engine overheat detector system to the respec-
tive amber ENG 1 or ENG 2 OVERHEAT light. The selection to the FIRE
position connects the associated engine overheat detector system to the
fire warning lights and bell.
• The overheat detector switch is normally used when the fire detection
circuit is inoperative. The MEL directs the selection of the OVT DET
switch from the NORM position to the FIRE position, thus providing fire
warning detection using the overheat circuit. With inoperative overheat
detection circuit inoperative, a fire test must be accomplished prior to
each takeoff. There is no circuit switching for overheat circuit malfunc-
tions. One overheat detection system or fire detection system per engine
may be inoperative for dispatch provided the operable system is tested
prior to each departure. Refer to your MEL.

B737-200/300
Overheat/Inop and Fire Test Switch (200) Picture
• The overheat inoperative and fire test switch is located directly below
engine’s No.1 overheat detector switch (left side of the fire protection
panel). The spring loaded two-position switch is designed to perform a
system test of the overheat detection circuit, fire detection circuit, and
the APU fire detection circuit.
• The selection of the switch to the OVHT INOP position, initiates system
testing of the overheat detector loops and causes the illumination of the
master caution light, OVHT/DET annunciator, ENG No.1/ENG No.2 over-
heat lights, and the APU DET INOP lights.
• The selection of the test switch to the FIRE position, initiates system
testing of the fire detector loops on both engines, the fire detector on the
APU, and the fire detector in the wheel well. The testing of the fire
system will cause the illumination of the master fire warning lights, ENG
No.1/ENG No.2 fire warning lights, APU warning lights and the wheel well
lights. In addition, the warning alarm bell sounds within the flight deck,
the APU horn sounds in the wheel well, and the APU fire warning light in
the wheel well illuminates by flashing.
Wheel Well Fire Warning Light (200) Picture
• The illumination of the red wheel well fire warning light indicates a fire in
the main gear wheel well may exist. The fire alarm bell will sound and the
master fire warning light will illuminate. Many checklists require immedi-
ate pilot action of lowering the landing gear. As an oral topic, examiners
may ask: “at what speeds do you lower the landing gear during wheel well
fire conditions”. Extending the landing should always occur at airspeeds
below 270 kts and/or .82M. The reason for extending the landing gear is
to induce additional airflow through the wheel well, thus directing flames
away from sensitive areas within the wheel well. As a precaution, do not
retract the landing until at least 20 minutes after the wheel well fire light
has extinguished itself, and then, only if it absolutely necessary. It has
been stated, lowering the landing gear deflects flames away from the fire
detection loops, but the possibility of the fire condition may still exist
after the extinguishing of the warning light.

B737-200/300
• The wheel well fire detection loops are located in the ceiling area of the
main wheel well. The detector is a fenwall metallic (thermistor) design.
Should any portion of the detector is heated to temperatures above
4000F, the thermistor detector will actuate the fire warning circuit. Electri-
cal power for the wheel well fire detection system is provided by 28V DC
from the battery bus and 115V AC from the No.1 transfer bus.
• The wheel well fire detection system may be inoperative for dispatch
provided the brakes are inspected and are cool prior to departure. Refer
to your MEL.
Engine Fire Warning Handles (200) Picture
• The engine fire handles are normally placed in the locked and down
position until emergency pilot action requires the pulling of the fire handle.
The fire handles are locked down until the engine overheat and/or fire
warning circuits detects a change of temperature around the respective
detector. The associated engine’s handle will then automatically unlock,
allowing free movement of the handle by the pilot. The system has also
been designed with a manual override plunger, allowing manual unlocking
of the fire handles. The manual override plunger is located under the
respective handle.
• (Oral Topic) Pulling the engine fire handle initiates the following actions
to occur:
1. Arms the fire extinguisher circuit.
2. Closes the fuel shutoff valves.
3. Closes the bleed air valves.
4. Closes the thrust reverser shutoff valve.
5. Closes the hydraulic shutoff valve.
6. Trips the generator control relay and breaker (after 7 sec. delay).
7. Deactivates the hydraulic low pressure light.
• (Oral Topic) After pulling the associated engine fire handle to the UP
position, the handle is then rotated either LEFT or RIGHT to discharge
the respective extinguishing bottle. Discharging the bottle is accom-
plished by electrically “firing” a squib, that punctures the seal of the
bottle. This allows freon agent to be discharged around the exterior
sections of the engine. After discharging the fire bottle, the green bottle
discharge light will illuminate, indicating the bottle has been successfully
discharged.

B737-200/300
• The fire extinguisher bottles contains an extinguishing agent (freon), that
is pressurized with nitrogen to 800 psi (at 700F). If a bottle temperature
reaches 2660F, the bottle will automatically discharge into the wheel well
area. This is indicated by a ruptured disc.
APU Fire Handle (200) Picture
• The APU fire handle is normally placed in the locked and down position
until emergency pilot action requires the pulling of handle. The fire
handle is locked down until the APU fire warning circuits detects a fire
around the sensor. Upon sensing the fire condition (4000F APU engine,
7750F APU tailpipe area, or 4300F APU exhaust), the APU fire handle will
automatically unlock, allowing free movement of the handle by the pilot.
The system has also been designed with an manual override plunger,
allowing manual unlocking of the APU fire handle.
• (Oral Topic) Pulling the APU fire handle initiates the following actions to
occur:
2. Closes the APU fuel shutoff valve.
3. Closes the bleed air valve.
5. Trips the APU generator control relay and breaker.
• (Oral Topic) After pulling the APU fire handle to the UP position, the
handle is then rotated either LEFT or RIGHT to discharge the single
extinguishing bottle. Discharging the bottle is accomplished by electri-
cally “firing” a squib, that punctures the seal of the bottle. This allows
freon agent to be discharged into the APU shroud area. After discharging
the fire bottle, the green bottle discharge light will illuminate, indicating
the bottle has been successfully discharged.
• The APU extinguisher bottle is located in the fuselage, just foward of the
APU compartment. The spherical bottle is pressurized with nitrogen to
600 psi at 700 F. Electrical power for discharging is provided from the hot
battery bus.
• Two bottle discharge indicators are provided to give exterior visual warn-
ings of a normal discharge and high pressure discharges of the extin-
guisher bottle. A missing YELLOW discharge disc from the rear section
of the aircraft indicates the APU extinguisher bottle has been discharged.

B737-200/300
A missing RED discharge disc, indicates bottle temperature has ex-
ceeded 2660 F thus discharging the contents. This is sometimes referred
as a thermal discharge of the extinguisher bottle.
Engine Fire Warning Light (200) Picture
• The red engine fire warning lights is located within the engine fire
handles. The illumination of the respective warning light indicates the
associated fire detection circuit has detected a fire condition (600 0F).
The fire warning system also includes aural warnings produced by the fire
bell and additional visual warnings, as provided by the illumination of the
master fire warning lights located on the glare shield panel. Pressing
either master fire warning light will silence the fire alarm bell and extin-
guish the master fire warning lights.
APU DET INOP Light (200) Picture
• The illumination of the amber APU Detector Inoperative light indicates a

malfunction within the APU fire detection system has occurred. The
master caution lights and the OVHT/DET annunciator lights will also
illuminate.
• The fire detection system has been designed with fire short circuit dis-
criminators. This provides protection against false fire warnings within
the APU fire detection system. The testing of this function has been
provided by the selection of the overheat/inop and fire yest switch.
Movement of the switch to the OVHT-INOP test position, illuminates the
APU DET INOP light.
• During ground and flight operations, the illumination of the APU DET
INOP light requires the selection of the APU switch to the OFF position.
It is recommended that you do not operate the APU, since an APU fire
would not be detected and the APU would continue to operate.
APU Bottle Discharge Light (200) Picture
• The illumination of the amber APU bottle discharge light indicates the fire
extinguishing agent has been discharged into the APU shroud area. The
light is part of a pressure switch system, whenever bottle pressure de-
creases below 250 psi, the pressure switch closes and illuminates the
amber light.

B737-200/300
Fire Warning Bell Cutout Switch (200) Picture
• The fire warning bell cutout switch has been provided to silence the fire
bell and APU horn. The selection of this switch also cancels the master
fire warning lights. A common oral question is referenced to the two
ways of silencing the fire bell and/or APU horn. Pushing either the FIRE
WARN light or the bell cutout switch will silence the aural warnings.
Engine Bottle Discharge Light (200) Picture Schematic
• The illumination of either the L bottle discharge light or the R bottle

discharge light indicates the fire extinguishing agent has been discharged
from the respective fire bottle. The light is part of a pressure switch
system, whenever bottle pressure decreases below 250 psi, the pressure
switch closes and illuminates the amber light.
• The engine’s spherical extinguisher bottles are located in the wheel well
area. The bottles are pressurized with nitrogen to 800 psi (at 700F).
Electrical power for discharging is provided from the hot battery bus.
Should bottle temperatures exceed 2660 F, the extinguisher bottles will
discharge into the wheel well area, thus causing the RED blowout disc to
be blown free. This provides an external warning of an thermal discharge
of the extinguisher bottles. Anytime a bottle has been discharged, the
bottle must be completely replaced by maintenance.
Extinguisher Test Switch (200) Picture
• The extinguisher test switch has been provided to test the bottle dis-
charge circuits of all fire extinguisher bottles. This test feature also
includes checking the engine selector valves for proper integrity.
Extinguisher Test Lights (200) Picture
• (Simulator Hint) The illumination of the green extinguisher test lights

indicates the discharge circuits are normal. During training, instructors
will fail the respective light during preflight. This indicates an malfunction
within the discharge circuit has occurred. Failure to bring this malfunc-
tion to his/her attention, may cause future problems for you later, during
engine fire drills and maneuvers. Thoroughly check the operation of ALL
test lights when performing the test.

B737-200/300
Engine Fire Detection System (300) Schematic
• The engine fire detection system is designed with overheat detectors and
fire detectors located around the fan case accessory section and on the
high turbine case section of the engine. (The following temperature
values have been provided for reference only and are not normally dis-
cussed during oral examinations).
OVERHEAT: Fan compartment: 3500F

Core compartment: 6500F
FIRE: Fan compartment: 5300F

Core compartment: 8500F
Overheat Detector Switch (300)
• The overheat detector switches are located on the upper left corner and
on the upper right center of the fire protection panel. The switch has
three positions available for selection. During routine operations, the
switch is placed in the NORMAL position. This enables the overheat
detector system to detect an overheat and/or a fire using of both Loop A
and Loop B to sense the condition.
• The primary components of the engine overheat system consists of two

overheat loops, short circuit discriminators, and amber overheat warning
lights. The overheat sensors are of the kidde sensor element design.
Additional inoperative lights are located within the E/E compartment.
Power sources for the overheat system are provided by 28V DC battery
bus.

B737-200/300
• Positions A or B are used whenever an malfunction has occurred with the
associated loop circuit. Only one loop (A or B) needs to sense a fault for
the detector fault light to illuminate during the OVHT/FIRE test.
Engine Overheat Light (300)
• The illumination of the respective amber engine overheat light indicates

an overheat condition has occurred on the associated engine. The mas-
ter caution light and the OVHT/DET annunciator will illuminate.
• The primary components of the engine overheat system consists of two

overheat loops (top and bottom of the engine), short circuit discrimina-
tors, and amber overheat warning lights. The overheat sensors are of the
kidde sensor element design. Additional inoperative lights are located
within the E/E compartment. Power sources for the overheat system are
provided by 28V DC battery bus.
FAULT/INOP and OHVT/FIRE Test Switch (300)
• The fault/inop and ovht/fire test switch provides the means of testing the
faults circuits and overheat/fire loops. The overheat/fire system test is a
two function process that test the fault detection circuits and the over-
heat/fire detection loops. The FAULT/INOP selection of the procedure
examines the fault detection circuits for both engines and the APU. The
OVHT/FIRE selection of the procedure examines the overheat and fire
detection loops on both engines, APU fire detection loop, and fire detec-
tor in the wheel well. Only one loop (A or B) needs to sense a fault for
the detector fault light to illuminate during the OVHT/FIRE test.
• FAULT/INOP Testing: Requires the OVHT DET switches to be placed in

the NORMAL position, and the selection of the TEST switch to the
FAULT/INOP position. This causes the following lights to illuminate if the
system test is satisfactory:
a. Master caution lights.
b. OVHT/DET annunciator light.
c. FAULT light.
d. APU DET INOP light.
e. Engine and APU fire detection accessory unit lights.
• (Oral Topic) A commonly asked topic pertaining to the FAULT/INOP test

is the description of an unsatisfactory test. During testing, inspect the

B737-200/300
FAULT and APU DET INOP lights for illumination. If the FAULT light
fails to illuminate, the fault monitoring system is inoperative. If the APU
DET INOP light fails to illuminate, the APU fire detector circuit is inop-
erative.
• OVHT/FIRE Testing: Requires the OVHT DET switches to be placed in

the NORMAL position, and the selection of the TEST switch to the
OVHT/FIRE position. This causes the following lights to illuminate if the
system test is satisfactory:
a. Master fire warning lights.
b. Master caution lights.
c. OVHT/DET annunciator light.
d. ENG No.1 & ENG No.2 fire warning lights.
e. Wheel well warning light.
f. Sounding of the cockpit fire bell and the APU fire bell in the wheel
well.
g. Flashing of the APU fire warning light in the wheel well.
• (Oral Topic) A commonly asked topic pertaining to the OVHT/FIRE test

is the description of an unsatisfactory test. During the testing, observe
the FAULT light for illumination. If the FAULT light illuminates, a detector
loop is inoperative. To determine which loop is inoperative, place the
OVHT DET switches to position A and perform another OVHT/FIRE test.
If the FAULT light remains extinguished and both ENG OVERHEAT and
Engine Fire switches illuminate, Loop A is good. If the FAULT light
illuminates and one ENG OVERHEAT light and corresponding engine fire
warning switchlight remain extinguished, then a fault is present in Loop A.
Use the same procedure for determining Loop B condition.
Engine Fire Warning Handles (300)
• The engine fire handles are normally placed in the locked and down
position until emergency pilot action requires the pulling of the fire handle.
The fire handles are locked down until the engine overheat and/or fire
warning circuits detects a change of temperature around the respective
detector. The associated engine’s handle will then automatically unlock,
allowing free movement of the handle by the pilot. The system has also
been designed with an manual override plunger, allowing manual unlock-
ing of the fire handles. The manual override plunger is located under the
respective handle.

B737-200/300
• (Oral Topic) Pulling the engine fire handle initiates the following actions
to occur:
2. Closes the fuel shutoff valves.
3. Closes the bleed air valves.
4. Closes the thrust reverser shutoff valve.
5. Closes the hydraulic shutoff valve.
6. Trips the generator control relay and breaker.
7. Deactivates the hydraulic low pressure light.
• (Oral Topic) After pulling the associated engine fire handle to the UP
position, the handle is then rotated either LEFT or RIGHT to discharge
the respective extinguishing bottle. Discharging the bottle is accom-
plished by electrically “firing” a squib, that punctures the seal of the
bottle. This allows freon agent to be discharged around the exterior
sections of the engine. After discharging the fire bottle, the green bottle
discharge light will illuminate, indicating the bottle has been successfully
discharged.
• The fire extinguisher bottles contains an extinguishing agent (freon), that

is pressurized with nitrogen to 800 psi (at 700F). If a bottle temperature
reaches 2660F, the bottle will automatically discharge into the wheel well
area. This is indicated by a ruptured disc.
Engine Fire Warning Light (300)
• The red engine fire warning lights is located within the engine fire
handles. The illumination of the respective warning light indicates the
associated fire detection circuit has detected a fire condition. The fire
warning system also includes aural warnings produced by the fire bell and
additional visual warnings, as provided by the illumination of the master
fire warning lights located on the glare shield panel. Pressing either
master fire warning light will silence the fire alarm bell and extinguish the
master fire warning Lights.
Wheel Well Fire Warning Light (300)
• The illumination of the red wheel well fire warning light indicates a fire in
the main gear wheel well may exist. The fire alarm bell will sound and the
master fire warning light will illuminate. Many checklists require immedi-
ate pilot action of lowering the landing gear. As an oral topic, examiners
may ask: “at what speeds do you lower the landing gear during wheel well

B737-200/300
fire conditions”. Extending the landing should always occur at airspeeds
below 270 kts and/or .82M. The reason for extending the landing gear is
to induce additional airflow through the wheel well, thus directing flames
away from sensitive areas within the wheel well. As a precaution, do not
retract the landing until at least 20 minutes after the wheel well fire light
has extinguished itself, and then, only if it absolutely necessary. It has
been stated, lowering the landing gear deflects flames away from the fire
detection loops, but the possibility of the fire condition may still exist
after the extinguishing of the warning light.
• The wheel well fire detection loops are located in the ceiling area of the
main wheel well. The detector is a fenwall metallic (thermistor) design.
Should any portion of the detector is heated to temperatures above
4000F, the thermistor detector will actuate the fire warning circuit. Electri-
cal power for the wheel well fire detection system is provided by 28V DC
from the battery bus and 115V AC from the No.1 transfer bus. The wheel
well fire detection system may be inoperative for dispatch provided the
brakes are inspected and are cool prior to departure. Refer to your MEL.
Detector Fault Light (300)
• The illumination of the amber detector fault light during the testing pro-
cess indicates the detector circuits are normal. The illumination of the
light at any other time indicates both detector loops in any circuit has
failed. Review the fault/inop & ovht/fire test switch description section
for further information concerning the FAULT light.
APU DET INOP Light (300)
• The illumination of the amber APU detector inoperative light indicates a

malfunction within the APU fire detection system has occurred. The
master caution lights and the OVHT/DET annunciator lights will also
illuminate.
• The fire detection system has been designed with fire short circuit dis-
criminators. This provides protection against false fire warnings within
the APU fire detection system. The testing of this function has been
provided by the selection of the overheat/inop and fire test switch. Move-
ment of the switch to the OVHT-INOP test position, illuminates the APU
DET INOP light.

B737-200/300
• During ground and flight operations, the illumination of the APU DET
INOP light requires the selection of the APU switch to the OFF position.
It is recommended that you do not operate the APU, since an APU fire
would not be detected. The APU fire detectors are mounted on the
bottom of the APU, and one on either side of the exhaust pipe and
exhaust shield. Sensor temperatures are 4000F, 7500F, and 3600F re-
spectively.
APU Bottle Discharge Light (300)
• The illumination of the amber APU bottle discharge light indicates the fire
extinguishing agent has been discharged into the APU shroud area. The
light is part of a pressure switch system, whenever bottle pressure de-
creases below 250 psi, the pressure switch closes and illuminates the
amber light.
• The APU fire extinguishing system is designed to discharge the contents

of the fire bottle into the APU shroud area. The location of the fire bottle
is forward of the APU compartment.
APU Fire Handle (300)
• The APU fire handle is normally placed in the locked and down position
until emergency pilot action requires the pulling of handle. The fire
handle is locked down until the APU fire warning circuits detects a fire
around the sensor. Upon sensing the fire condition, the APU fire handle
will then automatically unlock, allowing free movement of the handle by
the pilot. The system has also been designed with an manual override
plunger, allowing manual unlocking of the APU fire handle. The manual
override plunger is located under the respective handle.
• (Oral Topic) Pulling the APU fire handle initiates the following actions to
occur:
2. Closes the APU fuel shutoff valve.
3. Closes the bleed air valve.
5. Trips the APU generator control relay and breaker.

B737-200/300
• (Oral Topic) After pulling the APU fire handle to the UP position, the
handle is then rotated either LEFT or RIGHT to discharge the single
extinguishing bottle. Discharging the bottle is accomplished by electri-
cally “firing” a squib, that punctures the seal of the bottle. This allows
freon agent to be discharged into the APU shroud area. After discharging
the fire bottle, the green bottle discharge light will illuminate, indicating
the bottle has been successfully discharged.
• The APU extinguisher bottle is located in the fuselage, just foward of the
APU compartment. The spherical bottle is pressurized with nitrogen to
600 psi at 700 F. Electrical power for discharging is provided from the hot
battery bus.
• Two bottle discharge indicators are provided to give exterior visual warn-
ings of a normal discharge and high pressure discharges of the extin-
guisher bottle. A missing YELLOW discharge disc from the rear section
of the aircraft indicates the APU extinguisher bottle has been discharged.
A missing RED discharge disc, indicates bottle temperature has ex-
ceeded 2660 F thus discharging the contents. This is sometimes referred
as a thermal discharge of the extinguisher bottle.
Fire Warning Bell Cutout Switch (300)
• (Oral Topic) The fire warning bell cutout switch has been provided to
silence the fire bell and APU horn. The selection of this switch also
cancels the master fire warning lights. A common oral question is refer-
enced to the two ways of silencing the fire bell and/or APU horn. Pushing
either the FIRE WARN light or the bell cutout switch will silence the aural
warnings.
Engine Bottle Discharge Light (300) Picture Schematic
• The illumination of either the L bottle discharge light or the R bottle

discharge light indicates the fire extinguishing agent has been discharged
from the respective fire bottle. The light is part of a pressure switch
system, whenever bottle pressure decreases below 250 psi, the pressure
switch closes and illuminates the amber light.
• The engine’s spherical extinguisher bottles are located in the wheel well
area. The bottles are pressurized with nitrogen to 800 psi (at 700F).
Electrical power for discharging is provided from the hot battery bus.

B737-200/300
Should bottle temperatures exceed 2660 F, the extinguisher bottles will
discharge into the wheel well area, thus causing the RED blowout disc to
be blown free. This provides an external warning of an thermal discharge
of the extinguisher bottles. Anytime a bottle has been discharged, the
bottle must be completely replaced by maintenance.
Extinguisher Test Switch (300)
• The extinguisher test switch has been provided to test the bottle dis-
charge circuits of all fire extinguisher bottles. This test feature also
includes checking the engine selector valves for proper integrity.
Extinguisher Test Lights (300)
• (Simulator Hint) The illumination of the green extinguisher test lights

indicates the discharge circuits are normal. During training, instructors
will fail the respective light during preflight. This indicates an malfunction
within the discharge circuit has occurred. Failure to bring this malfunc-
tion to his/her attention, may cause future problems for you later, during
engine fire drills and maneuvers. Thoroughly check the operation of ALL
test lights when performing the test.

B737-200/300
Classroom Notes:

B737-200/300
Chapter II
Aircraft
Limitations
Review
B737-200

B737-200/300
Operational Limitations (200)
Maximum Operating Altitude
• 37,000’ (35,000’ as installed).
Maximum Takeoff Altitude
• 8300’.
Revenue Flights - Retainer Bar Use Return
• During taxi, takeoff and landing, the escape slide retainer bar must be
installed.
Maximum Recommended Wind for Airstair Operations Return
• 40 kts.
Runway Slope Limits
• plus/minus 2%.
Maximum Takeoff - Landing Tailwind
• 10 kts.
Maximum Speed
• Observe Vmo pointer and gear/flaps placards.
Turbulent Airspeeds
• 280 kts and .70 MACH
Flight Crew (200)
Minimum Flight Crew
• Minimum flight crew consists of one pilot and one copilot.

B737-200/300
Landing Gear Limitations (200)
Brake Application Return
• Do not apply brakes until after touchdown.
Autobrakes Use Return
• The autobrakes must be selected to RTO or OFF for takeoff.
Landing Gear Towing - Hydraulic Pressurization
• System A hydraulic pressure must be depressurized for towing.
Type of Airplane Operation (200)
Types of Airplane Operations
• The airplane is eligible for the following types of operation when required
equipment is installed and approved in accordance with the applicable
regulations:
VFR.
Night flight.
Instrument (IFR).
Icing conditions.
Over water operations.
Air Conditioning & Pressurization Limitations (200)
Maximum Differential Pressure Return
• 8.65 psi.
Operating Differential Pressure
• 7.5 +/- .1 psi.

• 7.8 +/- .1 psi (check for correct controller)

B737-200/300
Maximum Takeoff - Landing Cabin Differential
• .125 psi
Autopilot - Flight Director System Limitations (200)
Autopilot Use With Depressurized Hydraulics
• (SP77) Use of autopilot pitch channel above .81 Mach is restricted

with hydraulic system A or B depressurized.
Autopilot Use During Takeoff Return
• (SP77) Use of autopilot not authorized for takeoff or landing.
• (SP177) Use of autopilot not authorized for takeoff.
Autopilot Roll Channel Restrictions
• (SP77) Do not use autopilot roll channel above 30,000’ with yaw
damper inoperative.
Altitude Mode Use Restriction
• Do not use ALT HOLD mode when Captain's alternate static source is
selected.
Autopilot Single Channel Operation Restrictions
• (SP177) For single channel operations, the autopilot shall not be en-
gaged below 50’ AGL.

B737-200/300
Autopilot Operational Procedures (200)
• Flight crews must check MCP settings after any electrical power interrup-
tions.
• Flight crews must check ALT display to ensure desired altitude is dis-
played, following changes in the ALT selection in the MCP window.
• Flight crews must closely monitor altitude during all altitude changes to
ensure that the autopilot captures and levels off at the desired altitude.
• Flights should use standard callouts, crew coordination, and cross-check-

ing techniques to detect any non-selected MCP display changes.
Performance Data Computer System Limitations (200)
PDCS Requirements
• Do not use the PDCS information unless the engine configuration dis-
played on the PDCS is the same as the engine configuration of the
airplane.
Fuel Management & Range Requirements
• Fuel management and range calculation valves presented by the PDCS

have not been evaluated by the FAA.
Verification of EPR Values
• Verify that the representative takeoff EPR limits displayed on the CDU
and EPR indicators agree with the predetermined limits obtained from the
flight manual.
Picture
Hydraulic Power Limitations (200)
Minimum Fuel For Hydraulic System B Ground Operations
• 1,676 lbs in TANK #2

Return

B737-200/300
Flight Control Limitations (200)
Maximum Flap Extension Altitude
• 20,000’.
Minimum Recommended Altitude For Speedbrake Usage
• 500’.
Alternate Flaps Duty Cycle For Flight Operations
• One cycle, 25 minutes OFF.
Electrical Power Limitations (200)
TR Voltage Range
• 24 - 30V
Battery Voltage Range
• 22 - 30V
Maximum CSD Oil Temperature
• 1570C
Maximum CSD Oil Temperature Rise
• 200C
Picture Return
Ice & Rain Protection Limitations (200)
Engine Thermal Anti-ice Requirements
• Engine TAI must be ON when icing conditions exist or are anticipated,

except during climb and cruise below -400C SAT.

B737-200/300
Wing Thermal Anti-ice System Requirements
• Do not operate wing anti-ice on the ground when OAT is above 100C
(500F).
Maximum Speed - Altitude With Window Heat Inoperative
• 250 kts below 10,000’.
Pitot Heat Requirements
• Pitot heat must be ON for takeoff.
Minimum N1 RPM During Icing Condition
• Minimum N1 RPM for operating in icing conditions except for landing

except for landing:
TAT between 00 and 100C 40% N1
TAT below 00C 55% N1
TAT below -6.50C (moderate/severe) 70% N1
Fuel Limitations (200)
Maximum Fuel Temperature
• 490C.
Minimum Fuel Temperature - Freeze Point
• Fuel freeze point + 30C.
Maximum Wing Tank Fuel Quantity
• 10,120 lbs (each).
Maximum Center Tank Fuel Quantity
• 16,351 lbs.

B737-200/300
Maximum Allowable Fuel Imbalance - Flight Operations
• Maximum allowable fuel imbalance between tanks No.1 & No.2 is 1500
lbs for taxi, takeoff, and flight.
Maximum Allowable Fuel Imbalance - Landing
• Maximum allowable fuel imbalance between tanks No.1 & No.2 is 1300
lbs for landing.
Fuel Loading Requirements
• Main tanks No.1 and No.2 must be full if the center tank contains more
than 1000 lbs. With less than 1000 lbs in the center tank, partial main
considered.
Fuel Usage Requirements
• Use center tank fuel to depletion, followed by main tank fuel.
Fuel Type Requirements
• Always communicate with maintenance control before adding any type of

fuel other than JET-A.
Navigational Equipment Limitations (200)
Weather Radar Requirements
• Do not operate weather radar during fueling, near fuel spills, or people.
Weather Radar Warm-up Requirements
• Warm up radar in STBY position only.
HF Radio Requirements
• Do not operate HF radios during fueling or near fuel spills.

B737-200/300
Gross Weight & CG Limitations (as installed)
Maximum Taxi Weight
• 117,500 lbs.
Maximum Takeoff Weight
• 117,000 lbs (may be further restricted by takeoff, enroute, and landing

performance).
Maximum Landing Weight
• 107,000 lbs (may be further restricted by field length or climb limit.
Maximum Zero Fuel Weight
• 95,000 lbs.
C.G. Limits
• Must use an approved weight and balance system.
Maximum Inflight Weight
• Flaps 0 116,500 lbs.
• Flaps 30/40 106,000 lbs.
Return
Pneumatics Limitations (200)
Maximum External Air Pressure
• 60 psig.
Maximum External Air Temperature
• 2320C (4500C).

B737-200/300
Configuration Deviation List (200)
Missing Airframe & Engine Parts
• When operation is schedule with certain secondary airframe and engine

parts missing, the airplane must be operated in accordance with the
limitations specified in the basic airplane flight manual, and as amended
by the CDL Appendix.
Flight Maneuvering Load Acceleration Limits (200)
Load Accelerations Limitations
• Flaps Up: +2.5g to -1.0g.
• Flaps Down +2.0g to -0.0g.
TCAS Limitations (200)
TCAS Weather Approval
• TCAS is approved for use in IMC and VMC conditions.
TCAS Compliance Requirements
• Compliance with TCAS resolution advisories is required unless the Pilot-

In-Command determines that doing so would jeopardize the safe opera-
tion of the flight.
TCAS Response Maneuvers
• Maneuvers in response to a TCAS resolution advisory which are in the

opposite direction of that recommended by that advisory are prohibited.
Certain circumstances may require a change in aircraft configuration or
engine power setting in order to comply with a TCAS resolution advisory.
Consult the aircraft operating manual, cockpit operating manual, or the
approved flight manual for the aircraft specific situations.

B737-200/300
Power Plant Limitations (200)
Minimum Engine Starting Pressures
• Minimum pneumatic starting pressures of 30 psig (SL - decreasing one

half psig per 1000’ above SL) are required prior to starter engagement.
Reverse Thrust Usage
• Reverse thrust for ground use only, intentional use of reverse thrust
inflight is prohibited.
Ignition Requirements for Takeoff & Landing
• Ignition is required to be ON for takeoff, landing, and during engine anti-

ice operations.
High Intensity Ignition Duty Cycle (A or B, IGN L or IGN R, or FLT)
• Optimum life 10 minutes ON, 20 minutes OFF.
Low Intensity Ignition Duty Cycle (as installed)
• FLIGHT: 2 minutes ON, 3 minutes OFF; 2 minutes ON, 23 minutes

OFF.
• LOW IGN: Continuous
Starter Duty Cycle
• Normal Start: 30 seconds ON, 60 seconds OFF.
• Slow Start: 60 seconds, 60 seconds OFF (2 cycles only, then 5

minutes cooling).
• Motoring: 2 minutes ON, 5 minutes cooling (fuel off).

B737-200/300
Maximum EGT Limits Return
(Condition/Rating) -9 -9A -15
• Acceleration n/a n/a 6300C
• T/O (5 MIN) 5800C 5900C 6200C
• MAX CONT 5400C 5450C 5800C
• GND START (>150C) 4200C 4200C n/a
• GND START (<150C) 3500C 3500C n/a
• GND START (JT8D-15) n/a n/a 5500C
• FLT START (JT8D-15) n/a n/a 6200C
Maximum N1 Limits Return
• MAX N1 100% 100% 102.4%
• MAX N2 100% 100% 100%
Oil Pressure Limits Return
• OIL PRESS (MAX) 55 PSI same same
• OIL PRESS (MIN) 40 PSI same same
Oil Temperature Return
• OIL TEMP (MAX) 1570C 1570C 1650C
• OIL TEMP(15 min.) 120-1570C 120-1570C 130-165C
• OIL TEMP (CONT) 1200C 1200C 1300C

B737-200/300
Maximum APU EGT
• MAX EGT 7600C
• MAX CONT. EGT 7100C.
APU Bleed Air & Electrical Power Usage
• The maximum altitude for using APU bleed air and electrical power is
10,000’.
APU Bleed Air Usage
• The maximum altitude for using APU bleed air is 17,000’.
APU Electrical Power Usage
• The maximum altitude for using APU electrical power is 35,000’.
APU Maximum Operating Altitude
• The maximum altitude for operating the APU is 35,000’.
APU Bleed Valve Position
• The APU bleed valve must be in the CLOSED position when:

a. Ground air connected and isolation valve open.
b. LH engine bleed valve open.
c. Isolation valve and right engine bleed valve open.
APU Bleed Valve Position - Starting
• APU bleed valve may be open during engine start, but avoid engine
power above idle.

B737-200/300

B737-200/300
Chapter III
Aircraft
Limitations
Review
B737-300

B737-200/300
Operational Limitations (300)
Maximum Operating Altitude
• 37,000’.
Maximum Takeoff Altitude
• 8400’.
Revenue Flights - Retainer Bar Use Return
• During taxi, takeoff and landing, the escape slide retainer bar must be
installed.
Maximum Recommended Wind for Airstair Operations Return
• 40 kts.
Runway Slope Limits
• plus/minus 2%.
Maximum Takeoff - Landing Tailwind
• 10 kts.
Maximum Speed
• Observe Vmo pointer and gear/flaps placards.
Turbulent Airspeeds
• 280 kts and .70 MACH.
Flight Operational Latitude Requirements Return
• 730 North and 600 South.

B737-200/300
Flight Crew (300)
Minimum Flight Crew
• Minimum flight crew consists of one pilot and one copilot.
Landing Gear Limitations (300)
Brake Application Picture
• Do not apply brakes until after touchdown.
Autobrakes Use Return
• The autobrakes must be selected to RTO or OFF for takeoff.
Type of Airplane Operation (300)
Types of Airplane Operations
• The airplane is eligible for the following types of operation when required
equipment is installed and approved in accordance with the applicable
regulations:
VFR.
Night flight.
Instrument (IFR).
Icing conditions.
Over water operations.
Air Conditioning & Pressurization Limitations (300)
Maximum Differential Pressure Picture Return
• 8.65 psi.
Operating Differential Pressure
• 7.8 +/- .1 psi.

B737-200/300
Maximum Takeoff - Landing Cabin Differential
• .125 psi.
Engine Bleed Switch Position Return
• With the engine bleed switches ON, both air conditioning packs must be
set to AUTO or OFF for takeoff, approach, and landing.
Autopilot - Flight Director System Limitations (300)
Autopilot Use During Takeoff Return
• Use of autopilot not authorized for takeoff.
Autopilot Single Channel Operation Restrictions
• For single channel operations, the autopilot shall not be engaged below
50’ AGL.
Automatic Thrust Restoration Requirements
• For takeoffs predicated on the function of the Automatic Thrust Restora-

tion (ATR) system, do not engage the autopilot until after thrust cutback.
Autopilot Operational Procedures Return
• Flight crews must check MCP settings after any electrical power interrup-
tions.
• Flight crews must check ALT display to ensure desired altitude is dis-
played, following changes in the ALT selection in the MCP window.
• Flight crews must closely monitor altitude during all altitude changes to
ensure that the autopilot captures and levels off at the desired altitude.
• Flights should use standard callouts, crew coordination, and cross-check-

ing techniques to detect any non-selected MCP display changes.

B737-200/300
Hydraulic Power Limitations (300) Return
Minimum Fuel For Electric Hydraulic Pump Ground Operations
• 1,676 lbs in respective wing tank.
Schematic
Flight Control Limitations (300)
Maximum Flap Extension Altitude
• 20,000’.
Minimum Recommended Altitude For Speedbrake Usage Return
• Should not be deployed during flight operations at radio altitudes less

than 1000’.
Alternate Flaps Duty Cycle For Flight Operations Return
• Flaps 0 - 15: 5 minutes OFF.
• Flaps > - 15: 25 minutes OFF.

Return
Electrical Power Limitations (300)
TR Voltage Range Return
• 24 - 30V.
Battery Voltage Range Return
• 22 - 30V.
Maximum CSD Oil Temperature Return
• 1570C.
Maximum CSD Oil Temperature Rise
• 200C.

B737-200/300
Ice & Rain Protection Limitations (300)
Engine Thermal Anti-ice Requirements Return
• Engine TAI must be ON when icing conditions exist or are anticipated,

except during climb and cruise below -400C SAT.
Wing Thermal Anti-ice System Requirements Return
• Do not operate wing anti-ice on the ground when OAT is above 100C
(500F).
Maximum Speed - Altitude With Window Heat Inoperative Return
• 250 kts below 10,000’.
Pitot Heat Requirements Return
• Pitot heat must be ON for takeoff.
Fuel Limitations (300)
Maximum Fuel Temperature Return
• 490C.
Minimum Fuel Temperature - Freeze Point
• Fuel freeze point + 30C or - 450C, whichever is higher.
Maximum Wing Tank Fuel Quantity Return
• 10,643 lbs (each).
Maximum Center Tank Fuel Quantity
• 16,422 lbs.

B737-200/300
Allowable Fuel Imbalance Return
• Allowable lateral fuel imbalance between main tanks No.1 & No.2 must
be scheduled to be zero. Random fuel imbalance must not exceed 1000
lbs for taxi, takeoff, flight, or landing.
Fuel Loading Requirements Return
• Main tanks No.1 and No.2 must be full if the center tank contains more
than 1000 lbs. With less than 1000 lbs in the center tank, partial main
considered.
Fuel Usage Requirements
• Use center tank fuel to depletion, followed by main tank fuel.
Fuel Type Requirements
• Always communicate with maintenance control before adding any type of

fuel other than JET-A.
Navigational Equipment Limitations (300)
Weather Radar Requirements
• Do not operate weather radar during fueling, near fuel spills, or people.
Weather Radar Warm-up Requirements
• Warm up radar in STBY position only.
HF Radio Requirements Return
• Do not operate HF radios during fueling or near fuel spills.

B737-200/300
Gross Weight & CG Limitations
Maximum Taxi Weight
• 125,000 lbs.
Maximum Takeoff Weight
• 124,500 lbs (may be further restricted by takeoff, enroute, and landing

performance).
Maximum Landing Weight
• 114,000 lbs (may be further restricted by field length or climb limit).
Maximum Zero Fuel Weight
• 105,000 lbs.
C.G. Limits
• Must use an approved weight and balance system.
Pneumatics Limitations (300)
Maximum External Air Pressure Return
• 60 psig.
Maximum External Air Temperature
• 2320C (4500F).

B737-200/300
Configuration Deviation List (300)
Missing Airframe & Engine Parts
• When operation is schedule with certain secondary airframe and engine

parts missing, the airplane must be operated in accordance with the
limitations specified in the basic airplane flight manual, and as amended
by the CDL appendix.
Flight Maneuvering Load Acceleration Limits (300)
Load Accelerations Limitations Return
• Flaps Up: +2.5g to -1.0g.
• Flaps Down +2.0g to -0.0g.
TCAS Limitations (300)
TCAS Weather Approval
• TCAS is approved for use in IMC and VMC conditions.
TCAS Compliance Requirements
• Compliance with TCAS resolution advisories is required unless the Pilot-

In-Command determines that doing so would jeopardize the safe opera-
tion of the flight.
TCAS Response Maneuvers
• Maneuvers in response to a TCAS resolution advisory which are in the

opposite direction of that recommended by that advisory are prohibited.
Certain circumstances may require a change in aircraft configuration or
engine power setting in order to comply with a TCAS resolution advisory.
Consult the aircraft operating manual, cockpit operating manual, or the
approved flight manual for the aircraft specific situations.

B737-200/300
Power Plant Limitations (300)
Minimum Engine Starting Pressures Return
• Minimum pneumatic starting pressures of 30 psig (SL - decreasing one

half psig per 1000’ above SL) are required prior to starter engagement.
Reverse Thrust Usage Return
• Reverse thrust for ground use only, intentional use of reverse thrust
inflight is prohibited.
Ignition Requirements for Takeoff & Landing Return
• Ignition is required to be ON for takeoff, landing, and during engine anti-

ice operations.
Starter Duty Cycle
• First 2 consecutive starts: 2 minutes ON, 20 seconds OFF.
• Third and subsequent starts:3 minutes cooling required.
PMCs Requirements Return
• Both PMCs must be either OFF or ON for takeoff.

B737-200/300
Maximum EGT Limits Return
(Condition/Rating) CFM56-56-3B1 CFM56-3B2
• T/O (5 MIN) 9050C(9300C) 9050C(9300C)
• MAX CONT 8700C(8950C) 8700C(8950C)
• GND START 7250C 7250C
Maximum N1 & N2 Limits Return
• MAX N1 102% (106%) 106%
• MAX N2 105% 105%
Oil Pressure Limits Return
• OIL PRESS (MIN) 13 psi same
Oil Temperature Limits Return
• OIL TEMP (MAX) 1650C 1650C
• OIL TEMP(15 min.) 160-1650C 160-1650C
• OIL TEMP (CONT) 1600C 1600C

B737-200/300
APU Inoperative Return
• If the APU is inoperative or not installed, the APU master switch must be
placarded inoperative.
Maximum APU EGT
• MAX EGT 7600C.
• MAX CONT. EGT 7100C.
APU Bleed Air & Electrical Power Usage
• The maximum altitude for using APU bleed air and electrical power is
10,000’.
APU Bleed Air Usage Return
• The maximum altitude for using APU bleed air is 17,000’.
APU Electrical Power Usage
• The maximum altitude for using APU electrical power is 35,000’.
APU Maximum Operating Altitude
• The maximum altitude for operating the APU is 35,000’.
APU Bleed Valve Position
• The APU bleed valve must be in the CLOSED position when:

a. Ground air connected and isolation valve open.
b. LH engine bleed valve open.
c. Isolation valve and right engine bleed valve open.
APU Bleed Valve Position - Starting
• APU bleed valve may be open during engine start, but avoid engine
power above idle.

B737-200/300
Picture
Return
Chapter IV
Aircraft
Schematics
Review

B737-200/300
Picture
Return
Dimensions (200)

B737-200/300
Picture
Return
Dimensions (300)

The Cockpit Review Picture Return
EXTERNAL AC
B737-200
EXTERNAL AC BUS 12
12
12
12 12 12
GEN APU12 12
GEN CSD 12
12 12 GEN CSD12
12
12
GENERATOR BUS 1 GENERATOR BUS 2

GND SERVICE
RELAY
NORMAL ALTERNATE TRANSFER NORMAL

RELAY 1 RELAY 2
115V AC GRD 115V AC 115V AC TRANSFER 115V AC TRANSFER 115V AC

SERVICE BUS MAIN BUS 1 BUS 1 BUS 2 MAIN BUS 2
TR 1 TR 3 DISCONNECT TR 2 TR 3
RELAY
DC BUS 1 DC BUS 2
AC STBY DC STBY BUS BATTERY BUS

BUS
INV
HOT BATTERY BUS
APU START
BATT
EXT DC
CHGR
BATT
Index Informational Purposes Only - © 1997 Canova Aviation 328

EXTERNAL AC
B737-300
EXTERNAL AC BUS 12
12
123
123
12 12
GEN APU12 12
GEN CSD123
123 12 GEN CSD12
12 Return
12 p55
GEN 1 BUS GEN 2 BUS

GND SERVICE
RELAY
NORMAL ALTERNATE TRANSFER NORMAL

RELAY 1 RELAY 2
115V AC GRD 115V AC 115V AC TRANSFER 115V AC TRANSFER 115V AC

SERVICE BUS MAIN BUS 1 BUS 1 BUS 2 MAIN BUS 2
TR 1 TR 3 DISCONNECT TR 2 TR 3
RELAY
DC BUS 1 DC BUS 2
AC STBY BATTERY BUS

DC STBY BUS
BUS
INV
HOT BATTERY BUS
APU START SWITCHED
HOT BAT BUS
BATT
CHGR EXTERNAL DC
RECEPTACLE
BATT

B737-200
DISCH DISCH
L R L R
1 2
L BOTTLE R BOTTLE
DISCHARGE DISCHARGE
12 12
12 12
Squib
L BOTTLE R BOTTLE
L ENG R ENG
Selector Valve

B737-300
DISCH DISCH
L R L R
1 2
L BOTTLE R BOTTLE
DISCHARGE DISCHARGE
1 1
L BOTTLE R BOTTLE
Squib
L ENG R ENG

B737-200 Leading Edge Schematic The Cockpit Review Picture Return
FLAPS
2 3
SLATS 1 4
3 4
2 5
1 6
LEADING
EDGE SYSTEM A
CONTROL PRESSURE
STBY HYD
VALVE
PRESSURE
STBY FLAP
RES CONTROL
VALVE
MOTOR
TRAILING EDGE
DRIVE
UNIT
TO TRAILING
EDGE FLAPS

B737-300 Leading Edge Schematic The Cockpit Review Picture Return
LE Slats LE Flaps LE Flaps LE Slats

1 2 3 1 2 3 4 4 5 6
From Sys B Reservoir

Autoslat
Control PTU
Valve
L.E. Sys A
Control
STBY HYD Valve Sys B
PRESSURE
STBY FLAP
RES CONTROL
VALVE
M
TRAILING EDGE
DRIVE
M UNIT
TO TRAILING
EDGE FLAPS
B737-200 Roll Control The Cockpit Review Picture Return
Captain First Officer
Aileron Transfer Mechanism

Aileron Trim
Flight Spoilers Feel & Centering Flight Spoilers
Mechanism
B A A B
Spoiler Mixer
Power
Control
Units
Aileron To Aileron
Elevators & Rudders
A B
Condition:
Sys A & Sys B
Pressurized
B737-300 Roll Control The Cockpit Review Picture Return
Captain First Officer
Aileron Transfer Mechanism

Aileron Trim
Flight Spoilers Feel & Centering Flight Spoilers
Mechanism
B A A B
Spoiler Mixer
Power
Control
Units
Aileron To Aileron
Elevators & Rudders
A B
Condition:
Sys A & Sys B
Pressurized
B737-200/300
Picture
Return
Flight Controls - Elevator Control Schematic (200)

B737-200/300
Picture
Return
Flight Controls - Elevator Control Schematic (300)

B737-200/300
Picture
Return
Fuel System (200)

B737-200/300
Picture
Return
Fuel System (300)

B737-200/300
Picture
Return
Return
System A Hydraulic (200)

B737-200/300
Picture Picture Return
Picture p462 p97
p460
Return
System B Hydraulic (200)

B737-200/300
Picture
Return
System A Hydraulic (300)

B737-200/300
Picture
Return
System B Hydraulic (300)

B737-200/300
Picture
Picture
p462
Picture
Return
p461
Standby Hydraulic System (200)

B737-200/300
Picture
Return
Standby Hydraulic System (300)

B737-200/300
Picture
Return
Ice & Rain System (200)

B737-200/300
Picture
Return
Ice & Rain System (300)

B737-200/300
Picture
Return
Main Landing Gear

B737-200/300
Picture
Return
Nose Gear

B737-200/300
Picture
Return
Compass System (200 - as installed)

B737-200/300
Picture
Return
Compass System (300 - as installed)

B737-200/300
Picture
Return
Attitude System (200-As Installed)

B737-200/300
Picture
Return
Attitude System (300-As Installed)

B737-200/300
Picture Limitation
Return
Pneumatics (200)

B737-200/300
Picture
Return
Pneumatics (300)

B737-200/300
Picture
Picture p479
Picture
Return
p478
Ram Air Schematic

B737-200/300
Picture
Return
Pressurization Schematic

B737-200/300
Picture
Return
Engine Fuel & Oil System (200)

B737-200/300
Picture
Return
Engine Fuel & Oil System (300)

B737-200/300
Picture
Return
Thrust Reverse (200)

B737-200/300
Picture
Return
Thrust Reverse (300)

B737-200/300
Picture
Return
Auxiliary Power Unit (200/300)

B737-200/300
Picture
Return
Brake System (200)

B737-200/300
Picture
Return
Normal & Alternate Brake System (300)

B737-200/300
Chapter V
Flight Training
Profiles
Review

B737-200/300
Takeoff Profile
Normal & Engine Failure
Takeoff Roll:
• Complete all takeoff checklists.

• Advance thrust levers, engines stabilized: Press TOGA switch or
manually advance thrust levers. Maintiain directional control with
steering tiller and rudders, standard crosswind techniques apply.
• Rotate at 30 per second.
• Target Attitude: 150 (200), 180 (300).
• Engine Failure: Prior to V2, accelerate to and maintain V2. After V2,
maintain speed attained at time of failure. Above V2+25, increase pitch
to maintain V2+25. Limit bank angle to 15o until reaching V2+15. Target
Attitude: 110 (200), 140 (300).
400’ AGL
• Call “Heading Select”.

• Obstacle Clearance: Compliance with applicable SPECIAL departure
procedure is mandatory. In absence of a SPECIAL departure, do not turn
prior to 1000’ AGL unless WX is greater than 1000-3.
• Engine Failure: Initiate Emergency Procedures above 400’ AGL.
1000’ AGL
• Begine acceleration to BSEC. Retract flaps on speed schedule.

• Engine Failure: Accelerate in level flight if engine fails. Complete
checklist, tune radios, notify ATC, check weather, notify cabin crew, and
notify company.
3000’ AGL
• Normal profile is completed. Enter climb phase of flight.

B737-200/300
Takeoff Profile
Normal & Engine Failure Callouts
Takeoff Roll:
• PF "Set___(EPR/N1)”.
• PNF "80 kts, Thrust & Flaps Normal, V1- Rotate".
• PF "Positive Rate - Gear Up".
• Engine Failure:
PF “Max. Power - Positive Rate - Gear Up”.
400’ AGL
• PF “Heading Select”.
Engine Failure:
PF ‘What’s the Problem”.
PF “Memory Items”.
Use the word “CONFIRMED”, to confirm and authorize PNF’s
memory items and immediate actions.
(Example: Engine Fire, Severe Damage, or Separation Cklist)
PF “Memory Items”.
PNF “No.1 Thrust Lever Close, Confirm the No.1 Thrust Lever”
PF “Confirmed - Close”
1000’ AGL
• PF “Climb Thrust, Set BSEC,Flaps 1 (or Flaps Up)”

Engine Failure: “BSEC, ALT HOLD”
PF “Flaps Up, Set Max. Continuous Thrust, Level Change”.
PF (Calls one of the following checklist)
“Engine Fire, Severe Damage or Separation”
“Engine Failure and Shutdown”
“Inflight Engine Start”
3000’ AGL
• PF “After Takeoff Checklist”

B737-200/300
Takeoff Profile
Rejected Takeoff
Note: V1 is an action point. Engine failure has already been recognized and
ACTION initiated by the Captain to either CONTINUE or REJECT the
takeoff.
“Engine Failure” or other abnormality.

“REJECT”
As appropriate, Captain calls to cabin:

“Remain Seated”
The Captain will simultaneously:
• Apply maximum manual brakes.

• Close throttles and disengage A/T.
• Manually Extend speedbrakes.
• Apply maximum reserve thrust consistent with weather conditions.
The First Officer will:
• Verify all Captain required actions and call out any omissions.
• Call out 60 kts.
• Notify tower.

B737-200/300
Flight Training Profiles

Clean Stall
Initial Setup
• Flight Director OFF.

• Set Vref for Flaps 40.
• Set EPR/N1 Bugs to G/A.
Flight Requirements Recovery
• Power OFF above 210 kts. • Advance thrust levers.
• Trim to 210 kts. • Call "G/A Thrust".
• At 180 kts set 50% N1. • Minimum loss of altitude.
• Hold heading and altitude. • Return to entry altitude.
• Maintain 210 kts.

B737-200/300

Takeoff Stall
Initial Setup

• Extend flaps on schedule. • Call "G/A Thrust".
• At 170 kts, “Gear Down, Flaps • Minimum loss of altitude.

15, set 60% N1”.
• Roll wings level.
• Enter a 250 bank.
• Accelerate to Vref, call “Positive
• Trim to 150 kts. Rate - Gear Up”.
• Hold altitude. • Return to entry altitude.
• Stall shaker at Vref. • Flap retraction on schedule.

B737-200/300

Landing Stall
Initial Setup

• Extend flaps on schedule. • Call "G/A Thrust".
• At 170 kts, “Gear Down, Flaps • Minimum loss of altitude.

15, set 70% N1”.
• Accelerate to Vref, call
• Trim to Vref plus 4 kts. “Flaps 15, Positive Rate - Gear
Up”.
• Flaps 30 on speed schedule.
• Return to entry altitude.
• Hold heading and altitude.
• Flap retraction on schedule.
• Stall shaker at Vref minus 15.

B737-200/300

Precision Approach
Approach Callouts
• PNF "Outer Marker___Ft,
(crossing altitude) crosscheck".
• PF “Target___”.
Glide Slope Alive • PNF "500' Above DH, On
“Gear Down, Target ___+/-,Sink___ft."
Flaps 15, Landing Ck” • PF "100' (Look Left-Right,
Look Ahead)
190 kts • PNF “Minimums”
“Flaps 1” • PF “Landing, Missed
170 kts Approach”.
“Flaps 5”
Missed Approach Profile
• Call “G/A Thrust”.
• Rotate to G/A attitude (approx.
15 o)
• "Flaps 15, Positive Rate, Gear
Before OM Up"
“Flaps 30/40” • Climb at Vref + 15 kts to 1000’.
• Tune Radios.
G/S 1-dot • At 1000’, retract flaps on
“Flaps 25” schedule.
One Engine Inop Approach Profile
• Plan Flaps 15 landing. Monitor fuel balance.

• Glide Slope alive, call "Gear Down, Flaps 15, Engine Inop Landing Check".
• Center rudder trim prior to landing.
One Engine Inop Missed Approach
• Slowly advance thrust lever to G/A thrust.

• Rotate to G/A attitude.
• Call "G/A Thrust, Flaps 1, Positive Rate, Gear Up"
• Climb at Vref 15 + 5 kts to MFRA -1000’ AFE.
• Call “Tune Radios”.
• Call “BSEC, ALT HOLD” - “Flaps Up, Set Max. Cont, Level Change”
• Limit Bank to 15o until reaching Vref + 15 kts.

B737-200/300
Flight Director Approach
(ORAL TOPIC) FLIGHT DIRECTOR APPROACH PROFILE:
• Arm VOR/LOC when cleared to intercept localizer.
• Arm AUTO APP or APP mode after localizer intercept (see caution).
• MCP: Engage second A/P in CMD for dual channel approach.
• If FLARE does not arm by 800' RA, second autopilot will disconnect.
• 400' RA - Nose up pitch bias introduced (dual channel).
• 50' RA - disconnect A/P if single channel.
INTERCEPT ROLL MODE CAN BE:
• VOR/LOC, HDG SEL, LNAV, CWS ROLL (as installed). After LOC
capture, HDG bug may be set as desired.
TO ARM AND CAPTURE THE LOCALIZER THE RESPECTIVE:
• F/D and /or autopilot must be ON (A/P in CMD) (as installed).
• VHF NAV radio must be manually tuned to the ILS frequency.
• (300) Non-EFIS "NAV" switch must be in VOR/ILS (raw data), EFIS
equipment may remain in the MAP mode using the ADI raw data
presentation.
• Select AUTO APP or APP mode to arm the glide slope capture
feature.
MODE CONTROL PANEL:
• Dual channel autopilot capability is achieved by engaging the second
A/P in CMD after the APP mode is selected and the above criteria is
met for the second NAV radio prior to 1500' RA. Both autopilots
must remain engaged for autoland.
GLIDESLOPE CAPTURE (2/5 DOT. GREEN ANNUNCIATION):
• ALT ALERT deactivated (except SP-77), set as desired.
• MCP Equipment must choose a pitch mode (LVL CHG, VERT SPD,
VNAV, CWS PITCH) to fly within 2/5 dot for G/S capture. SP-77 has
a manual G/S capture feature.
• Capture from above the G/S may be abrupt, initially.
• PDC A/T equipment engages in GA. (300 N1 Limit engages in GA).
DUAL CHANNEL FLARE/AUTOLANDING:
• 50’ - 42’: Flare Active: F/D's bias out of view.
• M27’: A/T or Pilot retards throttles to idle. Touchdown.
• A/T disengages 2 seconds after touchdown (if in use).
• Pilot disengages autopilot.
• See your OPS SPECS for autoland restrictions.
CAUTION:
Autopilot can capture and descend on the glide slope even though not on the
LOC. Ensure that descent on the G/S will meet all restrictions or wait until
"LOC ALIVE" before arming AUTO APP or APP mode.

B737-200/300

Non-Precision Approach
Approach Callouts
• PNF "VOR, NDB ___Ft,
(crossing altitude) crosscheck".
• PF “Target___”.
• PNF "500' Above DH, On
Inbound Course Alive Target ___+/-,Sink___ft."
“Gear Down, • PF "100' (Look Left-Right,
Flaps 15, Landing Ck” Look Ahead)
• PNF “Minimums”
• PF “Holding, Landing, Missed
Approach”.
190 kts
“Flaps 1” Missed Approach Profile
170 kts • Call “G/A Thrust”.
“Flaps 5” • Rotate to G/A attitude (approx.
15 o)
• "Flaps 15, Positive Rate, Gear
Up"
• Climb at Vref + 15 kts to 1000’.
• Tune Radios.
• At 1000’, retract flaps on
schedule.
Before FAF
“Flaps 30/40”
One Engine Inop Approach Profile
• Plan Flaps 15 landing. Monitor fuel balance.

• Glide Slope alive, call "Gear Down, Flaps 15, Engine Inop Landing Check".
• Center rudder trim prior to landing.
One Engine Inop Missed Approach
• Slowly advance thrust lever to G/A thrust.

• Rotate to G/A attitude.
• Call "G/A Thrust, Flaps 1, Positive Rate, Gear Up"
• Climb at Vref 15 + 5 kts to MFRA -1000’ AFE.
• Call “Tune Radios”.
• Call “BSEC, ALT HOLD” - “Flaps Up, Set Max. Cont, Level Change”
• Limit Bank to 15o until reaching Vref + 15 kts.

B737-200/300

Steep Turns

B737-200/300
Index
A
A/T Takeoff Mode ............................................................................................ 206
AC Meters Selector ........................................................................................... 43
AC Voltmeter ...................................................................................................... 42
Accumulator Precharge Pressures ........................................................ 266, 268
AFDS Indicator Panel ...................................................................................... 499
Aileron Trim Switches ...................................................................................... 283
Air Conditioning & Pneumatic Sensors Locations .......................................... 126
Air Conditioning & Pneumatics Differences .................................................... 126
Air Conditioning & Pressurization Limitations (300 ........................................ 315
Air Conditioning Pack ...................................................................................... 478
Air Conditioning Pack Service Doors (200/300) ............................................. 139
Air Conditioning Pack Switch (200) ................................................................. 139
Air Conditioning Pack Switch (300) ................................................................. 139
Air Mix Valve Indicator ..................................................................................... 129
Air Mix Valves .................................................................................................. 130
Air Temperature Source Selector .................................................................... 129
Air Temperature/True Airspeed Indicator ........................................................ 264
Airborne Vibration Monitoring System ............................................................ 244
Aircraft Refueling ............................................................................................... 32
Airpseed Indicator ........................................................................................... 490
Airspeed Cursor Control Knob ........................................................................ 217
Airstair Operating Handle ................................................................................ 457
Align Lights ........................................................................................................ 23
Allowable Fuel Imbalance (300) ...................................................................... 319
Alternate Braking (300) ................................................................................... 269
Alternate Flap Master Switch ............................................................................ 15
Alternate Flaps Duty Cycle For Flight Operations .................................... 304, 317
Alternate Flaps Operation ................................................................................. 16
Alternate Flaps Position Switch ........................................................................ 16
Alternate Nose Wheel Steering Switch ........................................................... 272
Alternate Static Port ........................................................................................ 414
Alternate Vertical Gyro .................................................................................... 220
Altitude Alert Speaker ..................................................................................... 166
Altitude Display Indicator ................................................................................. 210
Altitude Horn Cutout Switch ............................................................................ 112
Altitude Mode Use Restriction (200) ............................................................... 302
Altitude Selector .............................................................................................. 210
Annunciation Panel .......................................................................................... 471
Anti-Collision Light Switch ............................................................................... 152
Anti-Ice Control Panel ..................................................................................... 432
Anti-skid Control Switch ......................................................................... 249, 252

Rev-4 376
B737-200/300
Anti-skid Control Unit .............................................................................. 248, 251
Anti-skid Inop Lights ............................................................................... 249, 252
Anti-skid Panel ................................................................................................. 504
Anti-skid System ..................................................................................... 248, 251
Approach Callouts .................................................................................. 372, 374
Approach Profile .............................................................................................. 373
APU Aborted Starts ........................................................................................... 64
APU Alternate Starting ...................................................................................... 64
APU Automatic Load Shedding ......................................................................... 56
APU Automatic Shutdown Protection ............................................................... 67
APU Bleed Air & Electrical Power Usage (200) .............................................. 311
APU Bleed Air & Electrical Power Usage (300) .............................................. 324
APU Bleed Air Switch ...................................................................................... 147
APU Bleed Air Usage (200) ............................................................................ 311
APU Bleed Air Usage (300) ............................................................................ 324
APU Bleed Valve Position (200) ...................................................................... 311
APU Bleed Valve Position (300) ...................................................................... 324
APU Bleed Valve Position - Starting (200) ...................................................... 311
APU Bleed Valve Position - Starting (300) ...................................................... 324
APU Bottle Discharge Light (200) ................................................................... 288
APU Bottle Discharge Light (300) ................................................................... 295
APU Control Panel ........................................................................................... 400
APU DET INOP Light (200) ............................................................................ 288
APU DET INOP Light (300) ............................................................................ 294
APU Electrical Power Usage (200) ................................................................. 311
APU Electrical Power Usage (300) ................................................................. 324
APU Exhaust Temperature Indicator ................................................................ 62
APU Fault Light .................................................................................................. 61
APU Fire ............................................................................................................ 68
APU Fire Detection ............................................................................................ 68
APU Fire Handle (200) .................................................................................... 287
APU Fire Handle (300) .................................................................................... 295
APU Fuel Control Unit ....................................................................................... 65
APU Fuel Control Unit (FCU) ............................................................................ 65
APU Fuel Shroud Vent .................................................................................... 403
APU Generator Ammeter .................................................................................. 62
APU Generator Off Bus Light ........................................................................... 59
APU Generator Switch ...................................................................................... 59
APU High Temperature Light ............................................................................ 61
APU Inflight Start Attempts ............................................................................... 65
APU Inlet Area Icing .......................................................................................... 67
APU Inoperative (300) ..................................................................................... 324
APU Limitations .......................................................................................... 59, 65
APU Limitations (200) ..................................................................................... 311
APU Limitations (300) ..................................................................................... 324
APU Low Oil Quantity Light .............................................................................. 60
APU Maintenance Light .................................................................................... 60

Rev-4 377
B737-200/300
APU Maximum Operating Altitude (200) ........................................................ 311
APU Maximum Operating Altitude (300) ........................................................ 324
APU Oil Pressure Light ..................................................................................... 60
APU Overspeed Light ........................................................................................ 62
APU Related Notes ........................................................................................... 66
APU Start Sequence ......................................................................................... 63
APU Start Switch ............................................................................................... 63
APU Winter Operations ..................................................................................... 67
Arcing-Delaminated-Shattered-Cracked Window ............................................. 82
ASP - Filter Switch .......................................................................................... 178
ASP - PTT Switch ............................................................................................ 178
ASP - Receiver Switch .................................................................................... 177
ASP - Transmit Light ........................................................................................ 178
ASP - Transmitter Selector ..................................................................... 178, 179
Asymmetric Flap Protection ............................................................................ 247
Asymmetrical Flap Protection System .............................................................. 17
ATT Mode ......................................................................................................... 226
Attendant Call Switch ........................................................................................ 76
Attitude Director Indicator (ADI) ...................................................................... 220
Attitude System (200) ..................................................................................... 352
Attitude System (300) ..................................................................................... 353
Attitude Warning Flag ...................................................................................... 220
Audio Selector Panel ....................................................................................... 177
Auto Fail Light .................................................................................................. 113
Auto Mode Flight Profil .................................................................................... 119
Auto Mode Test ................................................................................................ 124
Auto Spoiler System ............................................................................... 230, 231
Auto-stow Circuit ............................................................................................. 172
Autobrake & Anti-skid Control ......................................................................... 435
Autobrake RTO Mode ...................................................................................... 254
Autobrake Select Switch ........................................................................ 250, 254
Autobrake Selection Criteria .................................................................. 251, 254
Autobrake System .................................................................................. 250, 253
Autobrakes Use (200) ..................................................................................... 301
Autobrakes Use (300) ..................................................................................... 315
Autolanding Procedures .................................................................................. 373
Automatic Braking ........................................................................................... 269
Automatic Fuel Heater ....................................................................................... 28
Automatic Load Shedding .......................................................................... 55, 56
Automatic Load Shedding Protection ............................................................... 44
Automatic Thrust Restoration Mode ............................................................... 206
Automatic Thrust Restoration Requirements (300) ........................................ 316
Autopilot - Flight Director System Limitations (20 .......................................... 302
Autopilot Engage Paddles ............................................................................... 211
Autopilot Operational Procedures (200) ......................................................... 303
Autopilot Operational Procedures (300) ......................................................... 316
Autopilot Roll Channel Restrictions (200) ....................................................... 302
Autopilot Single Channel Operation Restrictions (200) ................................. 302
Rev-4 378
B737-200/300
Autopilot Single Channel Operation Restrictions (300) ................................. 316
Autopilot Use During Takeoff (200) ................................................................. 302
Autopilot Use During Takeoff (300) ................................................................. 316
Autopilot Use With Depressurized Hydraulics (200) ...................................... 302
Autoslat System ................................................................................................. 20
Autothrottle Arm Switch .................................................................................. 204
Autothrottle Disengage Switches .................................................................... 278
Autothrottle Servo Motors ............................................................................... 205
Auxiliary Power Unit (200/300) ...................................................... 362, 363, 364
B
B737-200 Crew Oxygen Control Panel .......................................................... 452
B737-200 Air Conditioning Pack ..................................................................... 478
B737-200 Anti-skid Panel ................................................................................ 504
B737-200 Cabin Pressure Indication Panel .................................................... 468
B737-200 Cabin Pressurization Controller ..................................................... 469
B737-200 Compressor & Turbine Units .......................................................... 479
B737-200 CSD Panel ...................................................................................... 508
B737-200 EGT Indicators ............................................................................... 455
B737-200 Electrical Control Panel .................................................................. 482
B737-200 Electrical Indication Panel .............................................................. 484
B737-200 Emergency Exit Lights Panel ......................................................... 467
B737-200 FD Annunciation Panel .......................................................... 465, 466
B737-200 Fire Protection Control Panel ......................................................... 474
B737-200 Flight Annunciations ....................................................................... 483
B737-200 Flight Controls Panel ...................................................................... 486
B737-200 Flight Instrument Controls .............................................................. 485
B737-200 Heat Exchangers ............................................................................ 480
B737-200 Hydraulic Control Panel ......................................................... 453, 472
B737-200 Hydraulic System ............................................................................ 460
B737-200 Jumpseat Oxygen Controls ............................................................ 505
B737-200 LE Device Indications ..................................................................... 481
B737-200 LE Devices Indications ................................................................... 506
B737-200 N1 Indicators .................................................................................. 454
B737-200 Overhead Annunciation Panel ....................................................... 471
B737-200 Pack Service Doors ........................................................................ 477
B737-200 Pneumatic System Panel ............................................................... 470
B737-200 Standby Hydraulic Pump ................................................................ 463
B737-200 Standby Hydraulic Reservoir .......................................................... 461
B737-200 System B Hydraulic Reservoir ....................................................... 462
B737-200 T/R Accumulator ............................................................................. 459
B737-200 T/R Alignment Marks ...................................................................... 458
B737-200 T/R Reverser Panel ........................................................................ 507
B737-200 Tire Screen ..................................................................................... 464
B737-200 Trim Controls ................................................................................... 476
B737-200 Window Heat Controls .................................................................... 475
B737-200 Wing & Engine Anti-ice Controls .................................................... 473

Rev-4 379
B737-200/300
B737-200/300 Marker Controls ....................................................................... 489
B737-200/300 Parking Brake .......................................................................... 487
B737-300 AFDS Indicator Panel ..................................................................... 499
B737-300 Alternate Static Port ....................................................................... 414
B737-300 Anti-Ice Control Panel .................................................................... 432
B737-300 APU Control Panel ......................................................................... 400
B737-300 APU Fuel Shroud Vent ................................................................... 403
B737-300 Autobrake & Anti-skid Control ........................................................ 435
B737-300 Center Pedestal .............................................................................. 447
B737-300 Crew Meal ....................................................................................... 501
B737-300 CSD Access Panel ......................................................................... 428
B737-300 Deflector Doors .............................................................................. 418
B737-300 Defueling Control Panel ................................................................. 425
B737-300 Electical Control Panel ................................................................... 495
B737-300 Electrical Control ............................................................................ 450
B737-300 Electrical Control Panel .................................................................. 446
B737-300 Emergency Exit Handle .................................................................. 411
B737-300 Engine Control Indications ............................................................. 492
B737-300 Engine Inlet ..................................................................................... 451
B737-300 Engine Instruments ........................................................................ 434
B737-300 External Power Panel ..................................................................... 405
B737-300 Fire Extinguisher Bottles ................................................................ 399
B737-300 Flap Power Unit .............................................................................. 430
B737-300 Flight Control Panel ........................................................................ 449
B737-300 Flight Controls Panel ............................................................. 496, 502
B737-300 Forward Nose Compartment ......................................................... 401
B737-300 Fuel Control Panel .......................................................................... 448
B737-300 Fuel Drip Stick Panel ...................................................................... 421
B737-300 Fuel Flow Indications ...................................................................... 488
B737-300 Fuel Indication System ................................................................... 422
B737-300 Fueling Control Panel ..................................................................... 424
B737-300 Hydraulic Indications ...................................................................... 433
B737-300 Hydraulic System A Reservoir ....................................................... 427
B737-300 Instrument Comparator .................................................................. 497
B737-300 Lav Dump Controls ......................................................................... 413
B737-300 Left Elevator Pitot Probe ................................................................ 409
B737-300 Main Outflow Valve ......................................................................... 404
B737-300 Main Tires and Brakes ................................................................... 415
B737-300 Main Wheel Compartment .................................................... 402, 407
B737-300 Nose Wheel Area ........................................................................... 406
B737-300 Oxygen Blowout Plug ..................................................................... 412
B737-300 Oxygen Control Panel .................................................................... 493
B737-300 Pressurization Control Panel ......................................................... 436
B737-300 RMI ................................................................................................. 500
B737-300 Runway and Turnoff Lights ............................................................. 417
B737-300 Stall Vane and Pitot Tubes ............................................................. 410
B737-300 Standby Hyd. Reservoir & PTU ...................................................... 429
B737-300 Steering Tiller .................................................................................. 498
Rev-4 380
B737-200/300
B737-300 T/R Deactivation Indicator .............................................................. 416
B737-300 Trim Controls .......................................................................... 444, 503
B737-300 Waste Water Drain ......................................................................... 408
B737-300 Window Heat Controls .................................................................... 494
Battery ............................................................................................................... 45
Battery Charger ................................................................................................. 46
Battery Switch .................................................................................................... 44
Battery Voltage Range (200) ........................................................................... 304
Battery Voltage Range (300) ........................................................................... 317
Bleed Trip Off Light (200) ................................................................................ 142
Bleed Trip Off Light (300) ................................................................................ 143
Boric Acid ........................................................................................................... 45
Brake Accumulator .......................................................................................... 269
Brake Accumulator (200) ................................................................................ 266
Brake Application Limitations ................................................................. 301, 315
Brake Snubbers ...................................................................................... 266, 269
Brakes .............................................................................................................. 415
Brakes (200) .................................................................................................... 266
Bus Transfer Switch ........................................................................................... 54
C
C.G. Limits (200) ............................................................................................. 307
C.G. Limits (300) ............................................................................................. 320
C.V.R. Area Microphone ................................................................................. 110
C.V.R. Erase Switch ....................................................................................... 111
C.V.R. Headset Jack ....................................................................................... 111
C.V.R. Monitor Indicator ................................................................................. 111
C.V.R. Monitor Light ....................................................................................... 111
C.V.R. Test Switch .......................................................................................... 111
Cabin Altimeter-Differential Pressure Indicator .............................................. 112
Cabin Altitude Indicator ................................................................................... 116
Cabin Altitude Selector .................................................................................... 116
Cabin Altitude Warning System ...................................................................... 113
Cabin Emergency Exit Lights ............................................................................ 74
Cabin Pressure Control System (300/400) .................................................... 127
Cabin Pressure Indication Panel ..................................................................... 468
Cabin Pressurization Controller ...................................................................... 469
Cabin Rate of Climb Indicator ......................................................................... 113
Cabin Rate Selector ........................................................................................ 116
Cabin Temperature Controller ......................................................................... 431
Center Console ................................................................................................ 276
Center Pedestal ............................................................................................... 447
Center Tank Fuel Pump Low Pressure Light .................................................... 33
Center Wing Fuel Boost Pumps ........................................................................ 34
CFM Engine ..................................................................................................... 423
CFM Engine Inlet and Pressure Probes ......................................................... 419
CFM Tail Pipe ................................................................................................... 437

Rev-4 381
B737-200/300
Change-Over Switch (SP177) ......................................................................... 208
Change-Over Switch (SP300) ......................................................................... 208
Circuit Breaker Light Control ............................................................................. 69
Clock ................................................................................................................ 223
Cockpit Call Light ............................................................................................... 76
Cockpit Dome Light ........................................................................................... 74
Cockpit Lighting ............................................................................................... 154
Cockpit Voice Recorder (C.V.R.) ..................................................................... 110
Compass Synchronization ................................................................................ 10
Compass System ............................................................................................ 350
Compass Transfer Switch .................................................................................. 10
Compressor & Turbine Units ........................................................................... 479
Compressor Accelerometer ............................................................................ 244
Configuration Deviation List (200) .................................................................. 308
Configuration Deviation List (300) .................................................................. 321
Cowl Anti-Ice Light (300) ................................................................................... 92
Cowl Valve Open Light (200) ............................................................................. 89
Crew Communication Panel ............................................................................ 439
Crew Escape Rope .......................................................................................... 441
Crew Meal ........................................................................................................ 501
Crew Notification Panel ................................................................................... 442
Crew Oxygen Access Panel ............................................................................ 438
Crew Oxygen Control Panel ............................................................................ 452
Crew Oxygen Mask Controls .......................................................................... 440
Crewmember Oxygen Panel ........................................................................... 187
Crossfeed Selector ............................................................................................ 30
CSD - Constant Speed Drive ............................................................................ 48
CSD Access Panel .......................................................................................... 428
CSD Limitations ................................................................................................. 50
CSD Panel ....................................................................................................... 508
D
DC Ammeter ...................................................................................................... 41
DC FAIL Light .................................................................................................... 23
DC Meters Selector ........................................................................................... 42
DC Power APU Boost Pump ............................................................................. 67
DC Voltmeter ...................................................................................................... 42
Deactivation Indicator ...................................................................................... 416
Decision Height Light ...................................................................................... 222
Deflector Doors ................................................................................................ 418
Defueling (200) .................................................................................................. 31
Defueling (300) .................................................................................................. 32
Defueling Control Panel .................................................................................. 425
Detector Fault Light (300) ............................................................................... 294
DG/Slaved Switch .............................................................................................. 10
Digital Cabin Pressure Control System (300/400) ......................................... 127
Digitial Error Codes ......................................................................................... 234

Rev-4 382
B737-200/300
Dimensions (200) .......................................................................... 326, 327, 329
Dimensions (300) ............................................................................................ 327
Dome Light ............................................................................................... 74, 176
Dripsticks ......................................................................................................... 232
Dual Bleed Light .............................................................................................. 136
Dual Channel Autopilot .................................................................................... 373
E
EGT Indicators ................................................................................................. 455
Electical Control Panel .................................................................................... 495
Electrical Control ............................................................................................. 450
Electrical Control Panel .......................................................................... 446, 482
Electrical Indication Panel ............................................................................... 484
Electrical Power Limitations (200) ................................................................... 304
Electrical Power Limitations (300) ................................................................... 317
Electrical System (200) ................................................................................... 328
Electrical System (300) ................................................................................... 329
Electrical System Description ........................................................................... 40
Elevator Pitot Probe ......................................................................................... 409
Emergency Battery Packs ................................................................................. 73
Emergency Braking (200) ...................................................................... 266, 269
Emergency Cockpit Lighting ........................................................................... 154
Emergency Exit Handle ................................................................................... 411
Emergency Exit Lights ............................................................................. 73, 154
Emergency Exit Lights Not Armed Light .......................................................... 74
Emergency Exit Lights Panel .......................................................................... 467
Emergency Flood Lights ................................................................................. 176
Emergency Instrument Flood Light ................................................................ 154
Emergency Oxygen Lever ............................................................................... 188
Engine Anti-ice Controls .................................................................................. 473
Engine Anti-Ice Switch (200) ............................................................................. 91
Engine Anti-Ice Switch (300) ............................................................................. 93
Engine Anti-Ice Valve Light (200) ...................................................................... 90
Engine Bleed Air Switch (300) ........................................................................ 146
Engine Bleed Switch Position (300) ................................................................ 316
Engine Bottle Discharge Light (200) ............................................................... 289
Engine Bottle Discharge Light (300) ............................................................... 296
Engine Control Indications .............................................................................. 492
Engine Fire Detection System (300) ............................................................... 290
Engine Fire Warning Handle (200) ................................................................. 286
Engine Fire Warning Light ............................................................................... 288
Engine Fuel & Oil System (200) ..................................................................... 358
Engine Fuel & Oil System (300) ..................................................................... 359
Engine Fuel Shutoff Valves ............................................................................... 24
Engine Idle Speed Control (modified) ............................................................. 173
Engine Idle Speed Control (unmodified) ........................................................ 174
Engine Inlet ...................................................................................................... 451

Rev-4 383
B737-200/300
Engine Instruments (200) ............................................................................... 234
Engine Instruments (300) ............................................................................... 241
Engine Oil Filter Bypass .................................................................................. 246
Engine Overheat Light (300) ........................................................................... 291
Engine Pressure Ratio (EPR) ......................................................................... 234
Engine Scavenge Oil ......................................................................................... 28
Engine Start Panel (Type One ) ...................................................................... 154
Engine Start Panel (Type Three) ..................................................................... 157
Engine Start Panel (Type Two) ............................................................... 155, 156
Engine Thermal Anti-ice Requirements (200) ................................................ 304
Engine Thermal Anti-ice Requirements (300) ................................................ 318
Engine Vibration Indicator (300) ..................................................................... 244
Engine Vibrations (Fan Blade Icing) ........................................................... 91, 93
Entry Lights ...................................................................................................... 154
Equipment Cooling Off Light ............................................................................. 71
Equipment Cooling Switch ................................................................................ 70
Escape Rope ................................................................................................... 441
Escape Slide Retention Bar ............................................................................ 456
Exhaust Gas Temperature (200) ..................................................................... 236
Exhaust Gas Temperature Indicator (300) ..................................................... 241
Exit Handle ....................................................................................................... 411
External Power Contactors ............................................................................... 40
External Power Panel ...................................................................................... 405
External Power Receptacle ............................................................................... 53
Extinguisher Bottles ......................................................................................... 289
Extinguisher Test Lights (200) ......................................................................... 289
Extinguisher Test Lights (300) ......................................................................... 297
Extinguisher Test Switch (200) ........................................................................ 289
Extinguisher Test Switch (300) ........................................................................ 297
F
F Outflow Closed Light .................................................................................... 137
F/A Cabin Controls Panel ................................................................................ 420
Fast Synchronization Process ........................................................................... 10
FD Annunciation Panel ........................................................................... 465, 466
Feel Differential Pressure Light ......................................................................... 18
Filter Bypass Light (300) ................................................................................... 28
Fire Extinguisher Bottles ................................................................................. 399
Fire Handle Override Plunger .............................................. 286, 287, 292, 295
Fire Protection (200) ....................................................................................... 330
Fire Protection (300) ....................................................................................... 331
Fire Protection Control Panel .......................................................................... 474
Fire Short Circuit Discriminators ............................................................ 288, 294
Fire Warning Bell Cutout Switch (200) ........................................................... 289
Fire Warning Bell Cutout Switch (300) ........................................................... 296
Flap Bypass Valve ........................................................................................... 280
Flap Drive System ........................................................................................... 280

Rev-4 384
B737-200/300
Flap Gates ....................................................................................................... 281
Flap Lever ........................................................................................................ 280
Flap Load Limiter ............................................................................................. 280
Flap Position Indicator (200/300) .................................................................... 247
Flap Power Unit ............................................................................................... 430
Flight Altitude Indicator .................................................................................... 115
Flight Altitude Selector .................................................................................... 115
Flight Annunciations ........................................................................................ 483
Flight Control Limitations (200) ....................................................................... 304
Flight Control Limitations (300) ....................................................................... 317
Flight Control Panel ......................................................................................... 449
Auto Slat Fail Light ......................................................................................................... 20
Flight Control Low Pressure Light .................................................................................. 15
Standby Hydraulic Low Pressure Light .......................................................................... 14
Flight Control Switches ...................................................................................... 12
Flight Controls - Elevator Control Schematic (200) ........................................ 336
Flight Controls - Elevator Control Schematic (300) ........................................ 337
Flight Controls - Leading Edge Devices (200) ............................................... 332
Flight Controls - Leading Edge Devices (300) ............................................... 333
Flight Controls - Roll Control Schematic (200) ............................................... 334
Flight Controls - Roll Control Schematic (300) ............................................... 335
Flight Controls Panel ..................................................................... 486, 496, 502
Flight Crew (200) ............................................................................................. 300
Flight Crew (300) ............................................................................................. 315
Flight Crew Oxygen Indicator (200) ................................................................ 180
Flight Crew Oxygen Indicator (300) ................................................................ 184
Flight Crew Oxygen Masks (300) .......................................................... 184, 189
Flight Crew Oxygen System (300) .................................................................. 184
Flight Data Recorder ....................................................................................... 189
Flight Director Approach ................................................................................. 373
Flight Director Switch ...................................................................................... 203
Flight Instrument Controls ............................................................................... 485
Flight Instruments
Altimeter ...................................................................................................................... 221
Horizontal Situation Indicator (HSI) .............................................................................. 225
Vertical Speed Indicator ............................................................................................... 227
Flight Maneuvering Load Acceleration Limits (200) ....................................... 308
Flight Maneuvering Load Acceleration Limits (300) ....................................... 321
Flight Mode Annunciator Panels ............................................................ 212, 216
Flight Operational Latitude Requirements (300) ............................................ 314
Flight Spoiler Switch .......................................................................................... 17
Flight Training Profiles - Clean Stall ................................................................ 369
Flight Training Profiles - Landing Stall ............................................................. 371
Flight Training Profiles - Non-Precision Approach .......................................... 374
Flight Training Profiles - Precision Approach .................................................. 372
Flight Training Profiles - Steep Turns .............................................................. 375
Flight Training Profiles - Takeoff Stall .............................................................. 370
Flight Training Profiles Review ........................................................................ 365

Rev-4 385
B737-200/300
Flow Control Valve ........................................................................................... 124
Fluid Balance Lines ......................................................................................... 268
Flux Valve System ............................................................................................. 10
Flux Valves ......................................................................................................... 10
Forward Instrument Panel ............................................................................... 217
Forward Nose Compartment ........................................................................... 401
Forward Outflow Valve ..................................................................................... 138
Forward Outflow Valve (200) ........................................................................... 123
Forward Outflow Valve (300) ........................................................................... 124
Frequency Meter ............................................................................................... 42
Fuel Boost Pump Power Source ....................................................................... 33
Fuel Control Panel ........................................................................................... 448
Crossfeed Valve Open Light .......................................................................................... 29
Fuel Pump Switch .......................................................................................................... 35
Fuel Drip Stick Panel ....................................................................................... 421
Fuel Filter ........................................................................................................... 28
Fuel Filter Differences ....................................................................................... 27
Fuel Filter Icing Light ......................................................................................... 27
Fuel Flow Indications ....................................................................................... 488
Fuel Flow Indicator (200) ................................................................................ 237
Fuel Flow Indicator (300) ................................................................................ 243
Fuel Heat Switch ............................................................................................... 29
Fuel Heat Valve .................................................................................................. 29
Fuel Heat Valve Failure ..................................................................................... 29
Fuel Heat Valve Open Light .............................................................................. 28
Fuel Heater (300) .............................................................................................. 28
Fuel Indication System .................................................................................... 422
Fuel Limitations (200) ...................................................................................... 305
Fuel Limitations (300) ...................................................................................... 318
Fuel Loading Requirements (200) .................................................................. 306
Fuel Loading Requirements (300) .................................................................. 319
Fuel Management & Range Requirements (200) .......................................... 303
Fuel Pump Low Pressure Light ......................................................................... 35
Fuel Quantity Indication System ..................................................................... 232
Fuel Quantity Test Switch ................................................................................ 233
Fuel Scavenge System ..................................................................................... 38
Fuel Surge Tanks ........................................................................................ 36, 38
Fuel System (200) ........................................................................................... 338
Fuel System (300) ........................................................................................... 339
Fuel System Limitations .................................................................................... 26
Fuel Tank Capacities ......................................................................................... 37
Fuel Tank Transfer (200) .................................................................................... 30
Fuel Tank Transfer (300) .................................................................................... 31
Fuel Temperature Indicator ............................................................................... 25
Fuel Transfer ...................................................................................................... 30
Fuel Type Requirements (200) ........................................................................ 306
Fuel Type Requirements (300) ........................................................................ 319
Fuel Usage Requirements (200) ..................................................................... 306

Rev-4 386
B737-200/300
Fuel Usage Requirements (300) ..................................................................... 319
Fuel Valve Closed Light ..................................................................................... 24
Fuel Vent System ........................................................................................ 36, 38
Fueling Control Panel ...................................................................................... 424
G
Galley Power Switch .......................................................................................... 44
Gasper Fan Switch .......................................................................................... 132
Generator AC Ammeter .................................................................................... 52
Generator Control Panel
Bus Off Light .................................................................................................................. 56
Generator Control Unit (GCU) .......................................................................... 58
Generator Drive Disconnect Switch .................................................................. 49
Generator Drive High Oil Temperature Light .................................................... 49
Generator Drive Low Oil Pressure Light .......................................................... 48
Generator Drive Oil Temperature Indicator ...................................................... 50
Generator Drive Temperature Switch ............................................................... 49
Generator Load Limit ........................................................................................ 52
Generator Loss (dual) ....................................................................................... 57
Generator Off Bus Light .................................................................................... 57
Generator Switch ............................................................................................... 58
Go-around Mode .................................................................................... 207, 279
GPWS Flap/Gear Inhibit Switch ...................................................................... 273
GPWS Inoperative Light .................................................................................. 273
GPWS System Test Switch ............................................................................. 273
Graphics Displays ................................................................................................ 6
Gross Weight & CG Limitations (200) ............................................................ 307
Gross Weight & CG Limitations (300) ............................................................ 320
Ground Call Switch ............................................................................................ 76
Ground Interconnect Switch ............................................................................. 95
Ground Power .................................................................................................... 53
Ground Power Available Ligh ............................................................................ 53
Ground Power Switc .......................................................................................... 53
Ground Proximity Warning System (GPWS) .................................................. 274
Ground Service Switch ...................................................................................... 54
Ground Servive Bus .......................................................................................... 54
H
Heading Control Knob ....................................................................................... 10
Heading/Bank Angle Selector ......................................................................... 210
Heat Exchangers ............................................................................................. 480
Heater OFF Light ............................................................................................... 83
HF Radio Requirements (200) ........................................................................ 306
HF Radio Requirements (300) ........................................................................ 319
High Energy Ignition .................................................... 154, 155, 156, 157, 158
High Intensity Ignition Duty Cycle Limits (200) .............................................. 309

Rev-4 387
B737-200/300
High Stage Bleed Valve (300) ......................................................................... 147
Horizontal Stabilizer Trim Control System ...................................................... 276
Hydraulic Brake Pressure Indicator (200) ...................................................... 266
Hydraulic Brake Pressure Indicator (300) ...................................................... 268
Hydraulic Control Panel .......................................................................... 453, 472
Hydraulic Control Panel (300)
Engine Driven Pump Switch .......................................................................................... 99
Hydraulic Electric Motor Pump Switch .............................................................. 97
Hydraulic Engine Driven Pump Switch ............................................................. 96
Hydraulic Indications ....................................................................................... 433
Hydraulic Malfunction: Loss of Standby Hydraulic ........................................ 108
Hydraulic Malfunction: Loss of System A Pressure ............................. 104, 105
Hydraulic Malfunction: Loss of System B Pressure .................... 105, 106, 107
Hydraulic Overheat Light - Electric Pump (300) ............................................... 99
Hydraulic Power Limitations (200) .................................................................. 303
Hydraulic Power Limitations (300) .................................................................. 317
Hydraulic Pump Low Pressure Light ................................................................. 96
Hydraulic Pump Low Pressure Light (300) ....................................................... 99
Hydraulic System ............................................................................................. 460
Hydraulic System (200) ..................................................................................... 97
Hydraulic System (300) ................................................................................... 100
Hydraulic System A Components (200) .................................................. 98, 102
Hydraulic System A Fluid Quantites (200) ..................................................... 268
Hydraulic System A Quantity Indicator (200) ................................................. 268
Hydraulic System A Reservoir ........................................................................ 427
Hydraulic System B Components (200) .................................................. 98, 103
Hydraulic System B Fluid Lost ........................................................................ 271
Hydraulic System Low Quantity Light (200) ................................................... 267
Hydraulic System Pressure Indicator (200) .................................................... 267
Hydraulic System Pressure Indicator (300) .................................................... 269
Hydraulic System Quantity Indicators (300) ................................................... 270
I
IAS/MACH Display (SP177/SP300) ................................................................ 207
Ice & Rain Protection Limitations (200) .......................................................... 304
Ice & Rain Protection Limitations (300) .......................................................... 318
Ice & Rain System ........................................................................................... 347
Icing Conditions ................................................................................................. 91
Idling System - Main Engine Control .............................................................. 173
Igniter Service Life ......................................................................... 155, 156, 157
Ignition Exciter ................................................................................................. 158
Ignition Requirements for Takeoff & Landing (200) ........................................ 309
Ignition Requirements for Takeoff & Landing (300) ........................................ 322
Ignition Select Switch (Type Three Panel) ...................................................... 158
Inboard Brakes (200) ....................................................................................... 266
Inboard Landing Lights .................................................................................... 150
Inflight Encounter With Ice (200) .................................................................... 304

Rev-4 388
B737-200/300
Inoperative Flight Directors ............................................................................. 204
Inoperative Pack Valves .................................................................................. 139
Instrument Comparator ................................................................................... 497
Instrument Comparator Lights ........................................................................ 219
Instrument Comparator System ..................................................................... 219
Instrument Comparator Test Switch ............................................................... 219
IRS Transfer Switch ................................................................................ 220, 226
Isolation Valve Light ......................................................................................... 167
Isolation Valve Switch ...................................................................................... 140
J
Jumpseat Oxygen Controls ............................................................................. 505
K
Kidde Sensor Fire Detection Loop .................................................................... 68
L
Landing Altitude Indicator ............................................................................... 115
Landing Flare Retard Mode ............................................................................ 207
Landing Gear Control Panel ............................................................................ 255
Landing Gear Indicator Light .......................................................................... 255
Landing Gear Limitations (300) ...................................................................... 315
Landing Gear Override Trigger (200/300) ...................................................... 261
Landing Gear System Transfer Valve .............................................................. 261
Landing Gear Towing - Hydraulic Pressurization Lim .................................... 301
Landing Gear Transfer Valve ........................................................................... 260
Landing Gear Warning Horn (200) ................................................................. 256
Landing Gear Warning Horn (300) ................................................................. 257
Landing Lights ................................................................................................. 149
Lav Dump Controls .......................................................................................... 413
Lavatory Dome Light ....................................................................................... 154
LE Device Indications ...................................................................................... 481
LE Devices Indications .................................................................................... 506
LE Flaps Transit Light ...................................................................................... 162
Leading Edge Devices ..................................................................................... 163
Leading Edge Devices Indicators ................................................................... 159
Leading Edge Devices Transit Lights .............................................................. 161
Leading Edge Flap Control Valve .................................................................... 280
Left Elevator Pitot Probe ................................................................................. 409
Left or Right Cowl Anti-Ice Valve Light ............................................................. 92
Load Accelerations Limitations (200) ............................................................. 308
Load Accelerations Limitations (300) ............................................................. 321
Logo Light Switch ............................................................................................ 153
Loss of All AC Power ....................................................................................... 176
Loss of Both Generators ................................................................................... 45
Low Energy Ignition ....................................................................... 155, 156, 157

Rev-4 389
B737-200/300
Low Idle Light ................................................................................................... 174
Low Intensity Ignition Duty Cycle Limits (200) ............................................... 309
Low Oi Pressure Light (300) ........................................................................... 245
Low Oil Pressure Light (200) .......................................................................... 240
LVL CHG Mode Switch .................................................................................... 209
M
Mach Airspeed Warning Test Switch .............................................................. 195
Mach Trim .......................................................................................................... 20
Mach Trim Fail Light ........................................................................................... 19
Mach Trim System Review ................................................................................ 20
Mach Trim Test Button ....................................................................................... 20
Mach Tuck. ......................................................................................................... 20
Mach/Airspeed Indicator ................................................................................. 217
Main Engine Control ........................................................................................ 173
Main Gear Downlock Viewer ........................................................................... 262
Main Outflow Valve ................................................................................. 122, 404
Main Tires and Brakes ..................................................................................... 415
Main Wheel Compartment ..................................................................... 402, 407
Manual Actuation and Reset Handle (200) ................................................... 183
Manual Gear Extension Handles .................................................................... 262
Manual Landing Gear Extension Panel .......................................................... 445
Manual Light .................................................................................................... 115
Manual Mode Flight Profile ............................................................................. 121
Manual Trim Wheel .......................................................................................... 276
Marker Beacons .............................................................................................. 217
Marker Controls ............................................................................................... 489
Master Caution Lights ..................................................................................... 199
Master Fire Warning Lights ............................................................................. 199
Master Flight Director Indicator Lights ........................................................... 204
Max. Motoring .................................................................................................. 281
Maximum Allowable Fuel Imbalance (200) ..................................................... 306
Maximum Allowable Fuel Imbalance - Landing (200) .................................... 306
Maximum APU EGT ........................................................................................ 311
Maximum APU EGT (300) .............................................................................. 324
Maximum Cabin Differential Pressure ............................................................ 126
Maximum Center Tank Fuel Quantity (200) .................................................... 305
Maximum Center Tank Fuel Quantity (300) .................................................... 318
Maximum CSD Oil Temperature (200) ............................................................ 304
Maximum CSD Oil Temperature (300) ............................................................ 317
Maximum CSD Oil Temperature Rise (200) ................................................... 304
Maximum CSD Oil Temperature Rise (300) ................................................... 317
Maximum Differential Pressure ....................................................................... 126
Maximum Differential Pressure (200) ............................................................. 301
Maximum Differential Pressure (300) ............................................................. 315
Maximum EGT Limits (200) ............................................................................ 310
Maximum EGT Limits (300) ............................................................................ 323

Rev-4 390
B737-200/300
Maximum External Air Pressure (200) ........................................................... 307
Maximum External Air Pressure (300) ........................................................... 320
Maximum External Air Temperature (200) ...................................................... 307
Maximum External Air Temperature (300) ...................................................... 320
Maximum Flap Extension Altitude (200) ......................................................... 304
Maximum Flap Extension Altitude (300) ......................................................... 317
Maximum Fuel Temperature (200) .................................................................. 305
Maximum Fuel Temperature (300) .................................................................. 318
Maximum Inflight Weight (200) ....................................................................... 307
Maximum Landing Weight (200) ..................................................................... 307
Maximum Landing Weight (300) ..................................................................... 320
Maximum N1 & N2 Limits (300) ...................................................................... 323
Maximum N1 Limits (200) ............................................................................... 310
Maximum Operating Altitude (200) ................................................................. 300
Maximum Operating Altitude (300) ................................................................. 314
Maximum Recommended Wind for Airstair Operations ................................. 300
Maximum Recommended Wind for Airstair Operations (300) ....................... 314
Maximum Speed (200) .................................................................................... 300
Maximum Speed (300) .................................................................................... 314
Maximum Speed - Altitude With Window Heat Inoperat ....................... 305, 318
Maximum Takeoff - Landing Cabin Differential (200) ..................................... 302
Maximum Takeoff - Landing Cabin Differential (300) ..................................... 316
Maximum Takeoff - Landing Tailwind (200) .................................................... 300
Maximum Takeoff - Landing Tailwind (300) .................................................... 314
Maximum Takeoff Altitude (200) ..................................................................... 300
Maximum Takeoff Altitude (300) ..................................................................... 314
Maximum Takeoff Weight (200) ...................................................................... 307
Maximum Takeoff Weight (300) ...................................................................... 320
Maximum Taxi Weight (200) ............................................................................ 307
Maximum Taxi Weight (300) ............................................................................ 320
Maximum Wing Tank Fuel Quantity (200) ...................................................... 305
Maximum Wing Tank Fuel Quantity (300) ...................................................... 318
Maximum Zero Fuel Weight (200) .................................................................. 307
Maximum Zero Fuel Weight (300) .................................................................. 320
Minimum Engine Starting Pressures (200) .................................................... 309
Minimum Engine Starting Pressures (300) .................................................... 322
Minimum Flight Crew (200) ............................................................................. 300
Minimum Flight Crew (300) ............................................................................. 315
Minimum Fuel For Electric Hydraulic Pump Ground Op ................................ 317
Minimum Fuel For Hydraulic System B Ground Operati ................................ 303
Minimum Fuel Temperature - Freeze Point (200) ........................................... 305
Minimum Fuel Temperature - Freeze Point (300) ........................................... 318
Minimum N1 RPM During Icing Conditions (200) .......................................... 305
Minimum Recommended Altitude For Speedbrake Usage ................... 304, 317
Mirror Lights ..................................................................................................... 154
Missed Approach Profile ................................................................................. 372
Missing Airframe & Engine Parts (200) .......................................................... 308
Missing Airframe & Engine Parts (300) .......................................................... 321
Rev-4 391
B737-200/300
Mode Selector Switches .................................................................................. 208
Mode Selector Switches (SP177) ................................................................... 208
Modulating and Shutoff Valve ......................................................................... 144
N
N1 Indicators ................................................................................................... 454
N1 Mode Switch .............................................................................................. 209
N1 RPM Indicator (200) .................................................................................. 235
N1 RPM Indicator (300) .................................................................................. 241
N2 RPM Indicator (200) .................................................................................. 237
Navigational Equipment Limitations (200) ...................................................... 306
Navigational Equipment Limitations (300) ...................................................... 319
Negative Relief Door ....................................................................................... 122
Nicad Batteries .................................................................................................. 73
Nickel-cadmium Battery .................................................................................... 45
No Bleed Takeoffs - C Flow ............................................................................. 145
No Smoking Passenger Warning Switch ................................................. 75, 442
Normal Braking (300) ...................................................................................... 269
Nose Gear ....................................................................................................... 349
Nose Gear Downlock Viewer ........................................................................... 263
Nose Wheel Area ............................................................................................. 406
Nose Wheel Steering (200) ............................................................................. 271
Nose Wheel Steering (300) ............................................................................. 271
Notification Panel ............................................................................................. 442
O
Off Schedule Descent Light ............................................................................ 114
Oil Filter Bypass (300) ..................................................................................... 246
Oil Filter Bypass Light ..................................................................................... 240
Oil Pressure Indicator (200) ............................................................................ 237
Oil Pressure Indicator (300) ............................................................................ 243
Oil Pressure Light ............................................................................................ 245
Oil Pressure Limits (200) ................................................................................ 310
Oil Pressure Limits (300) ................................................................................ 323
Oil Quantity Indicator (200) ............................................................................. 238
Oil Quantity Indicator (300) ............................................................................. 243
Oil Temperature (200) ..................................................................................... 310
Oil Temperature Indicator ................................................................................ 238
Oil Temperature Indicator (300) ...................................................................... 243
Oil Temperature Limits (300) ........................................................................... 323
Oil Test Switch (200) ....................................................................................... 238
Oil/fuel Heater Exchanger ................................................................................. 28
ON DC Light ...................................................................................................... 23
One Engine Inop Approach Profile ........................................................ 372, 374
One Engine Inop Missed Approach ....................................................... 372, 374
Operating Differential Pressure (200) ............................................................. 301

Rev-4 392
B737-200/300
Operating Differential Pressure (300) ............................................................. 315
Operational Limitations (200) .......................................................................... 300
Operational Limitations (300) .......................................................................... 314
Outboard Brakes (200) .................................................................................... 266
Outboard Landing Lights ................................................................................. 149
Outflow Valve .......................................................................................... 122, 404
Outflow Valve Position Indicator ...................................................................... 116
Overheat Detector Switch (200) ..................................................................... 284
Overheat Detector Switch (300) ..................................................................... 290
Overheat/Inop and Fire Test Switch (200) ...................................................... 285
Oxygen Access Panel ..................................................................................... 438
Oxygen Blowout Plug ...................................................................................... 412
Oxygen Control Panel ............................................................................ 452, 493
Oxygen Diluter Lever ....................................................................................... 188
Oxygen Flow Indicator ..................................................................................... 188
Oxygen Mask Controls .................................................................................... 440
Oxygen Panel .................................................................................................. 187
Oxygen Shutoff Valve ...................................................................................... 187
Oxygen Supply Lever ...................................................................................... 188
Oxygen System Activation 181, 187
P
PA Hand Microphone ....................................................................................... 283
Pack Service Doors ................................................................................ 139, 477
Pack Trip Off Light ........................................................................................... 141
Pack Valves ...................................................................................................... 139
Panel Light Control ............................................................................................ 68
Parking Brake .................................................................................................. 487
Parking Brake Lever ........................................................................................ 277
Parking Brake Shutoff Valve ............................................................................ 278
Passenger Address System ............................................................................ 284
Passenger Cabin Emergency Exit Lights ......................................................... 74
Passenger Cabin Temperature Selector ......................................................... 131
Passenger Oxygen Indicator (200) ................................................................. 181
Passenger Oxygen Indicator Light (200) ........................................................ 182
Passenger Oxygen On Light (300) ................................................................. 186
Passenger Oxygen Switch (200) .................................................................... 182
Passenger Oxygen Switch (300) .................................................................... 185
Passenger Portable Oxygen Bottle ................................................................. 426
Passenger Service Unit (PSU) ........................................................................ 181
PDC Mode Switch ........................................................................................... 209
PDCS Requirements (200) ............................................................................. 303
Performance Data Computer System Limitations (200) ................................ 303
Permanent Magnets .......................................................................................... 44
Personal Breathing Equipment Smoke Hoods ............................................... 189
Pitot Heat Requirements (200) ....................................................................... 305
Pitot Heat Requirements (300) ....................................................................... 318

Rev-4 393
B737-200/300
Pitot Probe ....................................................................................................... 409
Pitot Static Heat Switch .............................................................................. 82, 84
Pitot Tubes ....................................................................................................... 410
PMC Failure ..................................................................................................... 173
PMCs Requirements (300) ............................................................................. 322
Pneumatic Duct Pressure Indicator ................................................................ 138
Pneumatic Ground Cart .................................................................................. 128
Pneumatic System Panel ................................................................................ 470
Pneumatics (200) ............................................................................................ 354
Pneumatics (300) ............................................................................................ 355
Pneumatics Limitations (300) ................................................................ 307, 320
Portable Crew Oxygen .................................................................................... 189
Portable Passenger Oxygen ........................................................................... 188
Position Lights ................................................................................................. 151
Power Management Control - PMC ................................................................ 171
Power Management Control Switch Light ...................................................... 172
Power Plant Limitations (200) ......................................................................... 309
Power Plant Limitations (300) ......................................................................... 322
Power Transfer Unit ......................................................................................... 102
Power Transfer Unit (300) ................................................................................ 104
Pressuization Manual Light ............................................................................. 115
Pressure Probes .............................................................................................. 419
Pressure Relief Valves .................................................................................... 122
Pressurization Auto Mode ............................................................................... 119
Manual Mode Test ........................................................................................................ 125
Pressurization Control Panel ........................................................................... 436
Auto Fail Light .............................................................................................................. 113
Flight-Ground Switch ................................................................................................... 117
Outflow Valve Switch ................................................................................................... 117
Pressurization Mode Selector ...................................................................................... 117
Pressurization Limit Placard ........................................................................... 113
Pressurization Limitations ............................................................................... 126
Pressurization Schematic ................................................................................ 357
Pressurization Standby Light .......................................................................... 114
Pressurization System Descripition ................................................................ 122
Pressurization System Tests ........................................................................... 124
Probe Heater Lights .......................................................................................... 83
PTU .................................................................................................................. 429
Publisher’s Note ................................................................................................... 8
Pulsing Charging ............................................................................................... 46
R
Radio Altimeter ................................................................................................ 222
Radio Altimeter Test Switch ............................................................................ 222
Radio Magnetic Indicator Compass - RMI (200) ............................................ 224
Radio Magnetic Indicator Compass - RMI (300) ............................................ 224
Rain Boe - Type III. ............................................................................................ 77

Rev-4 394
B737-200/300
Rain Repellent Pre-flight ................................................................................... 77
Ram Air Schematic ................................................................................. 356, 357
Ram Door Full Open Light .............................................................................. 136
Recirculation Fan Switch ................................................................................. 133
Refueling ............................................................................................................ 32
Reset/Manual Activation Handle ..................................................................... 181
Residual Voltage ................................................................................................ 44
Residual Volts Button ........................................................................................ 49
Residual Volts Switch ........................................................................................ 43
Retention Bar Use ........................................................................................... 300
Revenue Flights - Retention Bar Use (300) ................................................... 314
Reverse Thrust Usage (200) ........................................................................... 309
Reverse Thrust Usage (300) ........................................................................... 322
Reverser Isolation Valve Light ......................................................................... 167
Reverser Unlock Light ..................................................................................... 239
Reverser Unlock Light (300) ........................................................................... 246
Reverser Unlocked Light (300) ....................................................................... 171
RMI ................................................................................................................... 500
Rudder Trim ..................................................................................................... 282
Rudder Trim Indicator (300) ............................................................................ 283
Rudder Trim Switches (300) ............................................................................ 282
Runway and Turnoff Lights .............................................................................. 417
Runway Slope Limits (200) ............................................................................. 300
Runway Slope Limits (300) ............................................................................. 314
Runway Turnoff Lights ..................................................................................... 150
S
Service Bulletin 737-77A1026 ......................................................................... 174
Service Interphone Handsets ......................................................................... 283
Service Interphone Switch ..................................................................... 175, 283
Service Interphone System ............................................................................. 175
Simulator Training Hints ..................................................................................... 13
Single Approach Procedures ................................................................. 372, 374
Single System Failures .................................................................................... 200
Speed Brake Armed Light ............................................................................... 228
Speed Brake Do Not Arm Light ....................................................................... 228
Speed Brake Lever .......................................................................................... 277
Speed Mode Switch ........................................................................................ 209
Speed Trim Fail Light ......................................................................................... 19
Stabilizer Brake Release Knob ....................................................................... 282
Stabilizer Trim Band Range ............................................................................. 276
Stabilizer Trim System ..................................................................................... 276
Stabilizer Trim Wheel ....................................................................................... 277
Stall Vane and Pitot Tubes ............................................................................... 410
Stall Warning Off Light .................................................................................... 196
Stall Warning System (200) ............................................................................ 197
Stall Warning Test Indicator ............................................................................. 197

Rev-4 395
B737-200/300
Stall Warning Test Switch (300) ...................................................................... 198
Standby Altimeter/Airspeed Indicator ............................................................. 221
Standby Attitude Indicator ...................................................................... 220, 443
Standby Compass Light ......................................................................... 154, 176
Standby Hyd. Reservoir & PTU ....................................................................... 429
Standby Hydralic Fluid Lost ............................................................................ 271
Standby Hydraulic Pump ................................................................................. 463
Standby Hydraulic Reservoir ........................................................................... 461
Standby Hydraulic System .............................................................. 14, 344, 345
Standby Indicator ............................................................................................. 491
Standby Light ................................................................................................... 114
Standby Magnetic Compass ........................................................................... 226
Standby Mode Flight Profile ............................................................................ 120
Standby Mode Test .......................................................................................... 125
Standby Power Off Light ................................................................................... 50
Standby Power Switch ....................................................................................... 51
Standby Pressurization Mode Failure ............................................................. 114
Standby Reservoir ............................................................................................. 14
Start Levers (200) ............................................................................................ 281
Start Levers (300) ............................................................................................ 281
Start Valve Open Light (200) ........................................................................... 239
Start Valve Open Light (300) ........................................................................... 245
Starter Duty Cycle (200) ................................................................................. 309
Starter Duty Cycle (300) ................................................................................. 322
Static Port ........................................................................................................ 414
Steering Control Wheel ................................................................................... 272
Steering Lockout System ................................................................................ 272
Steering Tiller ................................................................................................... 498
Synchronization Indicator .................................................................................. 10
System A Hydraulic ................................................................................ 340, 341
System Annunciator Panel .............................................................................. 200
System B Hydraulic ................................................................................ 342, 343
System B Hydraulic Reservoir ........................................................................ 462
System B Reservoir ......................................................................................... 271
T
T/R Alignment Marks ....................................................................................... 458
T/R Deactivation Indicator ............................................................................... 416
T/R Deactivation Pins ...................................................................................... 171
T/R Reverser Panel ......................................................................................... 507
Takeoff Configuration Warning Horn (200) ..................................................... 258
Takeoff Configuration Warning Horn (300) ..................................................... 258
Takeoff Profile - Normal Takeoff ...................................................................... 366
Takeoff Profile - Normal Takeoff Callouts ....................................................... 367
Takeoff Rejected ...................... 366, 367, 368, 369, 370, 371, 372, 374, 375
Takeoff Warning Horn ...................................................................................... 276
Takeoff/Go-Around Switches .......................................................................... 278

Rev-4 396
B737-200/300
TAT-MAX EPR Indicator ................................................................................... 265
Taxi Light .......................................................................................................... 151
TCAS Compliance Requirements (200) ......................................................... 308
TCAS Compliance Requirements (300) ......................................................... 321
TCAS Limitations (200) ................................................................................... 308
TCAS Limitations (300) ................................................................................... 321
TCAS Response Maneuvers (200) ................................................................. 308
TCAS Response Maneuvers (300) ................................................................. 321
TCAS Weather Approval (300) ...................................................................... 321
TCAS Weather Approval (200) ........................................................................ 308
Temperature Control Panel
Duct Overheat Light ..................................................................................................... 130
Temperature Selector ...................................................................................... 131
Temperature Source Selector ......................................................................... 129
Thermal Discharge - Fire Extinguisher Bottles .............................................. 289
Thrust Levers ................................................................................................... 280
Thrust Reverse (200) ...................................................................................... 360
Thrust Reverse (300) ...................................................................................... 361
Thrust Reverser (200) ..................................................................................... 168
Thrust Reverser (300) ..................................................................................... 170
Thrust Reverser Auto-stow Circuit .................................................................. 172
Thrust Reverser Isolation Valve Panel ............................................................ 167
Thrust Reverser Light (300) ............................................................................ 172
Tire Screen ...................................................................................................... 464
Tires and Brakes ............................................................................................. 415
Total Air Temperature Indicator .............................................................. 263, 264
TR Voltage Range (200) .................................................................................. 304
TR Voltage Range (300) .................................................................................. 317
Trailing Edge Control Valve ............................................................................. 280
Trailing Edge Flap Bypass Valve ....................................................................... 15
Transfer Bus Off Light ....................................................................................... 56
Transfer Relays .................................................................................................. 40
Transformer Rectifier ......................................................................................... 46
Transformer Rectifier Failure ............................................................................. 47
Trim Controls ................................................................................. 444, 476, 503
Trip Reset Switch .................................................................................... 141, 147
Turbine Accelerometer .................................................................................... 244
Turbofan System .............................................................................................. 137
Turbulent Airspeeds (200) ............................................................................... 300
Turbulent Airspeeds (300) ............................................................................... 314
Turnoff Lights ................................................................................................... 417
Type of Airplane Operation (300) .................................................................... 315
Types of Airplane Operations (200) ................................................................ 301
V
Verification of EPR Values (200) ..................................................................... 303
Vertical Gyro Transfer Switch ................................................................... 21, 220

Rev-4 397
B737-200/300
Vertical Speed Display .................................................................................... 211
Vertical Speed Thumbwheel ............................................................................ 211
W
Waste Water Drain .......................................................................................... 408
Water Drain ...................................................................................................... 408
Weather Radar Requirements (200) .............................................................. 306
Weather Radar Requirements (300) .............................................................. 319
Weather Radar Warm-up Requirements (200) .............................................. 306
Weather Radar Warm-up Requirements (300) .............................................. 319
Wheel Compartment ....................................................................................... 407
Wheel Well Fire Warning Light (200) .............................................................. 285
Wheel Well Fire Warning Light (300) .............................................................. 293
Wheel Well Lights ............................................................................................ 153
White Dome Light ............................................................................................ 154
White Dome Light Switch ................................................................................ 176
Window Heat Controls ............................................................................ 475, 494
Window Heat ON Light ...................................................................................... 79
Window Heat Switch .......................................................................................... 80
Window Heat Test Switch .................................................................................. 81
Window Overheat .............................................................................................. 81
Window Overheat Light ..................................................................................... 79
Windows ............................................................................................................. 82
Windshield Wiper Selector ................................................................................ 78
Wing & Engine Anti-ice Controls 473

Wing Anti-ice Schematic Decal ....................................................................... 141
Wing Anti-Ice Switch ......................................................................................... 88
Wing Anti-Ice Valve Failure ............................................................................... 87
Wing Anti-Ice Valve Open Light ........................................................................ 85
Wing Illumination Switch ................................................................................. 153
Wing Thermal Anti-ice System Requirements (200) ...................................... 305
Wing Thermal Anti-ice System Requirements (300) ...................................... 318
Wing-Body Overheat Test Switch ................................................................... 134
Y
Yaw Damper Indicator (200/300) .................................................................... 247
Yaw Damper System ......................................................................................... 18
Yaw Damper Warning Light and Switch ............................................................ 18

Rev-4 398
B737-200/300
B737-300 Fire Extinguisher Bottles

Return Schematic
3001

B737-200/300
B737-300 APU Control Panel

Return Schematic
3003

B737-200/300
B737-300 Forward Nose Compartment

Return Schematic
3004
Brake Snubbers Wheel Well Lights
Return Return

B737-200/300
B737-300 Main Wheel Compartment

Return Schematic
3006

B737-200/300
B737-300 APU Fuel Shroud Vent

Return Schematic
3008
APU Shroud (200/300)
• The APU engine is completely enclosed in a titanium shroud to provide a

fireproof enclosure. Drains are provided for draining the fuel from the
combustion chamber and for fuel/oil from the lower shroud areas. Fuel/oil
from this area is normally an indication of leakage from inside the shroud
area.

B737-200/300
B737-300 Main Outflow Valve

Return Schematic
3010
Pressurization System Schematic
Schematic
Limitation

B737-200/300
B737-300 External Power Panel

Return Schematic
3002

B737-200/300
B737-300 Nose Wheel Area

Return Schematic
3005

B737-200/300
B737-300 Main Wheel Compartment

Return Schematic
3007

B737-200/300
B737-300 Waste Water Drain

Return Schematic
3009
Waste Water Drain Mast (As installed)
• Each lavatory has a drain valve for draining the lavatory plumbing.
Waste water from the sink basin drains into the toilet tank or overboard
through the optional heated drain mast.

B737-200/300
B737-300 Left Elevator Pitot Probe

Return Schematic
3011

B737-200/300
B737-300 Stall Vane and Pitot Tubes

Return Schematic
3012
Pitot Static Heat Switch

Return

B737-200/300
B737-300 Emergency Exit Handle

Return Schematic
3013

B737-200/300
B737-300 Oxygen Blowout Plug

Return Schematic
3014

B737-200/300
B737-300 Lav Dump Controls

Return Schematic
3015
Toilet Service Panels
• The aircraft has two separate external service panels for dumping the
toilets. The toilet is dumped by connecting the lav service cart to the
ground dump coupling, then rotate the OPEN lever. With dumping com-
pleted, rotate the lever to closed. The toilet tank is made of fiberglass
and holds approximately 17 gallons of waste. When servicing the tank,
add 5 gallons of fluid (water and toilet solution). Flushing the tank, 2
gallons of water is used.

B737-200/300
B737-300 Alternate Static Port

Return Schematic
3016

B737-200/300
B737-300 Main Tires and Brakes

Return Schematic
3017
Brake Wear Indicators
• During preflight, check wear indicators for length remaining. If the wear
pin is even with the brake housing, with the parking brake set, contact
your maintenance department.

B737-200/300
B737-300 T/R Deactivation Indicator

Return Schematic
3018

B737-200/300
B737-300 Runway and Turnoff Lights

Return Schematic
3019

B737-200/300
B737-300 Deflector Doors

Return Schematic
3020

B737-200/300
CFM Engine Inlet and Pressure Probes

Return Schematic
3021

B737-200/300
F/A Cabin Controls Panel

Return Schematic
3022

B737-200/300
B737-300 Fuel Drip Stick Panel

Return Schematic
3023

B737-200/300
B737-300 Fuel Indication System

Return Schematic
3024

B737-200/300
CFM Engine
Return Schematic
3025

B737-200/300
B737-300 Fueling Control Panel

Limitation Return Schematic
3026

B737-200/300
B737-300 Defueling Control Panel

Limitations Return Schematic

B737-200/300
Passenger Portable Oxygen Bottle

Return Schematic

B737-200/300
B737-300 Hydraulic System A Reservoir

Return Schematic
3029

B737-200/300
B737-300 CSD Access Panel

Return Schematic
3030

B737-200/300
B737-300 Standby Hyd. Reservoir & PTU

Return Schematic
3031

B737-200/300
B737-300 Flap Power Unit

Return Schematic
3032
Flap Power Unit (200/300)
• The flap power unit has been designed to transfer power from the flap
hydraulic motor or the alternate drive (electrical motor) to the flap drive
system. Both power systems drives the same gear and wheel system
that operates the flaps.
• Limitation: During ground operations, the alternate flap drive unit is

limited to 10 minutes of operation and then 25 minutes off.

B737-200/300
Cabin Temperature Controller

Return Schematic
3033
Passenger Cabin Temperature Selector

Return
Duct Overheat Light

Return

B737-200/300
B737-300 Anti-Ice Control Panel

Return Schematic
3034
Wing Thermal Anti-Ice

Limitation
Engine Thermal Anti-Ice

Return Schematic Limitation

B737-200/300
B737-300 Hydraulic Indications

Return Schematic
3035

B737-200/300
B737-300 Engine Instruments

Return Schematic
3036

B737-200/300
B737-300 Autobrake & Anti-skid Control

Return Schematic
3037
Anti-skid System
Return Schematic

B737-200/300
B737-300 Pressurization Control Panel

Return Schematic
3038

B737-200/300
CFM Tail Pipe

Return Schematic
3039

B737-200/300
Crew Oxygen Access Panel

Return Schematic
3040
Picture

B737-200/300
Crew Communication Panel

Return Schematic
3044

B737-200/300
Crew Oxygen Mask Controls

Return Schematic
3041

B737-200/300
Crew Escape Rope

Return Schematic
3042

B737-200/300
Crew Notification Panel

Return Schematic
3043
No Smoking Passenger Warning Switch

Return
Ground Call Switch

Return

B737-200/300
Standby Attitude Indicator

Return Schematic
3046
Standby Attitude Indicator (as installed)
• The standby attitude indicator provides flight information that is indepen-

dent from all other primary flight instruments. This instrument is powered
at all times, even with the loss of all AC generators.
• (Oral Topic) The electrical power source for this instrument, with all AC
generators inoperative, is provided by the battery bus.

B737-200/300
B737-300 Trim Controls

Return Schematic
3047
Aileron Trim Switches

Return

B737-200/300
Manual Landing Gear Extension Panel

Return Schematic
3048

B737-200/300

Return Schematic
3049
Residual Volts Switch

Return

B737-200/300
B737-300 Center Pedestal

Return Schematic
3050

B737-200/300
B737-300 Fuel Control Panel

Return Schematic
3051
Limitation

B737-200/300
B737-300 Flight Control Panel

Limitations Return Schematic
3052

B737-200/300
B737-300 Electrical Control

3053

B737-200/300
B737-300 Engine Inlet

Return Schematic
3054

B737-200/300
B737-200 Crew Oxygen Control Panel

Return Schematic
2001

B737-200/300
B737-200 Hydraulic Control Panel

Return Schematic
2002

B737-200/300
B737-200 N1 Indicators
Return Schematic
2003
Limitation

B737-200/300
B737-200 EGT Indicators

Return Schematic
2004
Limitation

B737-200/300
Escape Slide Retainer (grit) Bar

Return Schematic
Limitations
2005
Escape Slides
• The escape slide is a nylon-rubber device that provides rapid exit from
the aircraft during emergencies. These inflatable slides should be in-
spected for proper pressures during preflight. The preflight pressure can
be obtained by inspecting the slide pressure gauge viewer and observe
bottle pressures at 2750-3100 PSI.
• At the bottle of the escape slide unit, is the retainer (grit) bar. This bar
should be placed in the armed position (locked down into the floor brack-
ets) after door closure and prior to pushback.
• (Oral Topic) Automatic inflation takes about 5 seconds. In the case of a

failure of the automatic inflation sequence, the escape slides can be
manually inflated by pulling the manual inflation handle. This handle will
be exposed after the slide is extended out if it’s container unit and will be
located on the right bottom side of the slide.

B737-200/300
Airstair Operating Handle

Return Schematic
2006
Airstair System (as installed)
• The operation of the airstair system is accomplished by electrical means,

either from inside of the aircraft or from outside. The above picture
shows the exterior control panel for the airstairs.
• (Oral Topic) To release the handle, select the small button on the center
of the handle. Moving the handle to the NORMAL position uses AC
power to operate the airstair system. Moving the handle to the
STANDBY position uses DC power from the battery bus. It is important
to know, to use the STANDBY system (from outside), the aircraft’s
battery does not need to be in the ON position. Also, the STANDBY
system bypasses all handrail and lower ladder safety circuits, therefore
use CAUTION when operating the airstair in standby mode.

B737-200/300
B737-200 Alignment Marks

Return Schematic
2007
Alignment Marks
• Information to be added later.

B737-200/300
B737-300 Brake Accumulator

Return Schematic
2008
Brake Accumulator
• (Oral Topic) The brake accumulator is located on the aft wall of the main
wheel area. The brake accumulator provides three major functions:
a. Stores energy for brake operation.
b. Dampens pressure fluctuations.
c. Provides instantaneous flow of brake fluid.
• The brake accumulator has a direct reading gauge, when pressurized, will
display System B pressure. The accumulator is precharged with nitrogen
or dry air to 1000psi at 25C. Depressurizing System B, the precharge
value will be displayed.

B737-200/300
B737-200 Hydraulic System Schematic

B System
Schematic Schematic
Limitation Return Schematic Return-98
Stby Hyd A System
A System
B System
Standby System
2009

B737-200/300
B737-200 Standby Hydraulic Reservoir

Return Schematic
2010

B737-200/300
B737-200 System B Hydraulic Reservoir

Return Schematic
2011

B737-200/300
B737-200 Standby Hydraulic Pump

Return Schematic
2012

B737-200/300
B737-200 Tire Screen

Return Schematic
2013
Tire Screen
Picture

B737-200/300
B737-200 FD Annunciation Panel

Return Schematic
2015

B737-200/300
B737-200 FD Annunciation Panel

Return Schematic
2016

B737-200/300
B737-200 Equipment Cooling Panel

Return Schematic
2017

B737-200/300
B737-200 Cabin Pressure Indication Panel

2018

B737-200/300
B737-200 Cabin Pressurization Controller

Return Schematic
2019

B737-200/300
B737-200 Pneumatic System Panel

2020

B737-200/300
B737-200 Overhead Annunciation Panel

Return Schematic
2021
Tire Screen
Picture
Airstairs Control Panel

Picture

B737-200/300
B737-200 Hydraulic Control Panel

Schematic Schematic
Return Schematic
A Hyd B Hyd
2022

B737-200/300
B737-200 Wing & Engine Anti-ice Controls

2023
Engine Anti-ice System

Schematic
p89

B737-200/300
B737-200 Fire Protection Control Panel

Return Schematic
2024

B737-200/300
B737-200 Window Heat Controls

Return Schematic
2025

B737-200/300

Return Schematic
2026

B737-200/300
B737-200 Pack Service Doors

Return Schematic
2027
C
A
A- Left Pack Door
B- Ram Air Inlet
C- Right pack Door
Ram Air System (200/300)
• (Oral Topic) The ram air system provides two types of operation. One
for ground use/slow flight and one for normal flight operations. (1) During
ground operations and during flight operations with flaps extended (slow
flight), the air cycle system utilizes a turbofan system to produce “cool-
ing” airflow for the heat exchangers. (2) During normal flight operations,
ram air is used for cooling the heat exchangers.

B737-200/300
B737-200 Air Conditioning Pack

Return Schematic
2028
C
E B
A
D
A- Turbine Section
B- Compressor Section
C- Compressor Inlet Duct
D- Turbine Outlet Duct
E- Sight Gage

B737-200/300
B737-200 Air Cycle Machine

Return Schematic
2029
E
D C
A B
A- Turbine Section
B- Compressor Section
C- Compressor Inlet Duct
D- Turbine Outlet Duct
E- Sight Gage
Air Cycle Machine Oil Level
• The following information is provided only as reference. Checking the oil

level of the air cycle machine is a maintenance department function. The
air cycle machine oil sump holds 300 cc of Airesearch approved oil. If
the oil level is less than .75 of the sight glass, the air cycle machine
should to be serviced by maintenance.

B737-200/300
B737-200 Heat Exchangers

Return Schematic
2030
B
D
A
A- Primary Heat Exchange
B- Secondary Heat Exchanger
C- Ram Air Exit Louvers
D- Air Cycle Machine

B737-200/300
B737-200 LE Device Indications

Return Schematic
2031

B737-200/300

Return Schematic
2032

B737-200/300
B737-200 Flight Annunciations

Return Schematic
2033

B737-200/300
B737-200 Electrical Indication Panel

Return Schematic
2034

B737-200/300
B737-200 Flight Instrument Controls

Return Schematic
2035

B737-200/300
B737-200 Flight Controls Panel

2036

B737-200/300
B737-200/300 Parking Brake

3055

B737-200/300
B737-300 Fuel Flow Indications

Return Schematic
3056
Fuel Flow Reset Switch

Return

B737-200/300
B737-200/300 Marker Controls

Return Schematic
3057

B737-200/300
Airpseed Indicator
Return Schematic
3058

B737-200/300
Standby Indicator
Return Schematic
3059

B737-200/300
B737-300 Engine Control Indications

Return Schematic
3060

B737-200/300
B737-300 Oxygen Control Panel

Return Schematic
3061

B737-200/300
B737-300 Window Heat Controls

Return Schematic
3062

B737-200/300
B737-300 Electical Control Panel

Return Schematic
3063

B737-200/300

Return Schematic
3064

B737-200/300
B737-300 Instrument Comparator

Return Schematic
3065

B737-200/300
B737-300 Steering Tiller

Return Schematic
3066

B737-200/300
B737-300 AFDS Indicator Panel

Return Schematic
3067

B737-200/300
B737-300 RMI
Return Schematic
3068

B737-200/300
B737-300 Crew Meal

Return Schematic
Food

B737-200/300

Return Schematic
3069

B737-200/300

Return Schematic
3070

B737-200/300
B737-200 Anti-skid Panel

Return Schematic
2037

B737-200/300
B737-200 Jumpseat Oxygen Controls

Return Schematic
2038

B737-200/300
B737-200 LE Devices Indications

Return Schematic
2039

B737-200/300
B737-200 T/R Reverser Panel

Return Schematic
2040

B737-200/300
B737-200 CSD Panel

Return Schematic
2041

B737-200/300
The
Cockpit
Review
Program Instructions
Software Loading
Adobe Acrobat Reader 2.1

Rev-4 Return to Page 1 509
B737-200/300

Copyright 1997
All rights reserved. Produced in the
United States of America.
Please Read
All rights reserved. No part of this publication may be reproduced,
stored in a retrieval system, or transmitted, in any form or by any
means; electronic, mechanical, photocopying, recording or otherwise,
without the prior written permission of Canova Aviation Publications.
All information contained herein has been researched and compiled
from non-copyrighted sources available under the presumption of
public domain availability. While every precaution has been taken in
the preparation of this publication, Canova Aviation Publications
assumes no responsibility for errors or omissions. Nor is any liability
assumed for damages resulting from the use of the information
contained herein. Further, this publication and features described
herein are subject to change without notice. Purchasers of this book
agree that this book will not be used during flight operations and only
used for educational and enjoyment purposes. Use this product at
your own risk.

B737-200/300
TO INSTALL
1. Insert Canova Aviation’s CD into your CD-ROM drive.
2. From the Windows Program Manager, choose RUN from the FILE
menu.
3. Type the Letter of your CD-drive and the following text:
(example): D:\Disk1\SETUP, and CLICK the ENTER key.
4. Read the Acrobat Reader License Agreement and CLICK the ACCEPT
button.
5. Type the target directory for the Acrobat Reader files.
(example): C:\ACROREAD
CLICK the INSTALL button.
6. Enter your name and organization to personalize your copy of the

Acrobat Reader. CLICK the OK button.
7. Please familiarize yourself with the functions of the Acrobat Reader by

using the HELP menu before opening The Cockpit Review file named
JET.PDF. Review the Adobe Acrobat Reader Online Guide.
8. With Adobe Acrobat Reader running, go to FILE and select OPEN.

Go to the drive letter for your CD-Drive and click open the files menu.
Select the PDF file named:
JET.PDF and CLICK open.

9. At the bottom of Page One is a hotlink to the Program Instructions.
Please review them and then return to Page One. You are now finish!
Enjoy The Cockpit Review and thanks again for your support.

B737-200/300
Welcome to Adobe Acrobat Reader 2.1

for Windows
Adobe(tm) Acrobat(tm) software gives you instant access to documents in
their original form, independent of computer platform. With the Acrobat
Reader, you can view, navigate, print, and present any Portable Document
Format (PDF) file.
This Read Me file contains installation instructions and product information

for the Acrobat Reader program. The On-line Guide (help_r.pdf) also provides
essential information to help you begin using Acrobat Reader 2.1.
If you are redistributing Acrobat Reader, place this Read Me file stand alone
in the directory with the acroread.exe file to assist the end user with installa-
tion of the program.
This file contains the following topics:
New features in Acrobat Reader 2.1

Installing Acrobat Reader
System requirements
Using the Weblink tool with Acrobat Reader
Known Problems
Creating your own PDF documents
Technical support
Electronic End User License Agreement
NEW FEATURES IN ACROBAT READER

2.1
Acrobat Reader 2.1 now runs under Windows NT 3.5 (or later), Windows 3.1,
and Windows 95, as well as OS/2 2.11 or later in Windows compatibility
mode. Adobe's ATM technology for rendering Type 1 fonts has been built into
Acrobat Reader 2.1 for Windows so it is no longer necessary to install ATM
on Windows systems.

B737-200/300
Acrobat Reader 2.1 now accepts some specially enabled plug-ins, such as
Weblink and Movie. This allows Acrobat Reader users to take advantage of
new capabilities in PDF files created with Acrobat Exchange, for example
following World Wide Web (URL) links or viewing QuickTime (Macintosh and
Windows) and AVI (Windows only) movies within a PDF document.
Printing quality has been improved to non-PostScript printers. Limitations in

printing to some non-Postscript printers with non-square pixels (some fax
modems and dot-matrix printers) have been removed. Acrobat Reader 2.1
generates DSC-compliant PostScript when used with the AdobePS 3.0 (or
later) driver.
INSTALLING ACROBAT READER

To install Acrobat Reader 2.1 on your hard drive:
1. From the Windows Program Manager, choose Run from the File menu
and type:
[cd-rom drive]:reader\setup.exe
2. Follow the instructions on your screen. Installation requires approxi-

mately 3 MB of free hard disk space.
SYSTEM REQUIREMENTS
* 386-, 486-, or Pentium-based personal computer
* Microsoft Windows 3.1 or greater
* 4 MB application RAM
* 4 MB hard disk space
* 1.44 MB 3.5" floppy disk drive or CD-ROM drive
USING THE WEBLINK TOOL WITH

ACROBAT READER
To use the Weblink plug-in to follow links, you must set up your browser to
recognize Acrobat Reader. See the Adobe Home Page (http://
www.adobe.com) for information on configuring your browser to recognize
PDF documents.

B737-200/300
To install the Weblink plug-in:
1. Copy the Weblink plug-in to the Adobe Acrobat Plug-ins directory.
If you just installed Acrobat Reader, the Weblink plug-in may already
exist in the Plug-ins directory.
2. Restart Acrobat Reader.
To select your Web browser:

1. Choose Edit>Preferences>Weblink.
2. Click Browse, then select your Web browse from the dialog box.
3. Choose a Connection Type. Standard is the connection type for

the supported browsers Netscape 1.1 and Spyglass Mosaic 2.0.
To open your web browser from Acrobat Reader click the Web browser button
in the toolbar. This feature fails intermittantly in Windows 95.
KNOWN PROBLEMS
Errors During Acrobat Reader Installation
When launched, the Acrobat Reader installer (SETUP.EXE) makes a copy of

the SETUP.EXE file in the temp directory specified in the AUTOEXEC.BAT
file. When the drive and directory listed in the "Set temp="
line in the AUTOEXEC.BAT file are invalid or you don't have write access to
that drive and directory,or enough space on the drive, the Acrobat Reader
installation fails, and returns the errors "Cannot load the language library",
Cannot load the license agreement", or "Not enough free disk space to
continue installation".
Do one or more of the following:
A. Ensure there is at least 4-8MB free disk space available on the hard
drive onto which Acrobat Reader is being installed.

B737-200/300
B. Ensure the "Set temp=" line in the AUTOEXEC.BAT is valid:
1. Open the AUTOEXEC.BAT file in a text editor that saves as
text-only (e.g., Windows Write, Notepad).
2. Locate the line that reads "Set temp=" and verify the drive and
directory following the equal sign are valid. When the "Set
temp="line points to an invalid drive or directory, edit the line to
point to a valid drive and directory, then save the file as text-
only.
3. Reboot the computer.
C. Ensure you have write access to the drive where the TEMP directory
is located.
Windows 95
Installation From the Network
If you set up a network server with the Acrobat Reader installation disk
images (this problem does not occur with the single-file Reader Installer) so
users can install Acrobat Reader over the network, the user installing the
software must run the installation from a network drive that is mapped, not
directly from the Network Neighborhood. The easist way to assign (map) a
drive letter to a network computer or folder is as follows:
1. On the Windows 95 desktop, right mouse click My Computer, and

then click Map Network Drive. The Map Network Drive dialog appears.
2. Select a Drive letter.
3. Select a Path to the network server you want. For example:
\\computername\foldername
If a password is required, Windows prompts you. After the drive has been
mapped, double click on My Computer to open the My Computer window. The
drive name and letter you just mapped will be listed and can be used to
navigate to the Acrobat Reader install disks.
Weblink Plug-in
* Spyglass Mosaic under Win32s crashes intermittantly when a down-
load is cancelled from Weblink.

B737-200/300
* An invalid gopher URL (e.g. gopher://example.com/pub/test.pdf) will
download an error message as a text file with the PDF file name.
Acrobat Reader will return the message "There was an error opening
this document. File does not begin with %PDF-".
* If the web browser is busy contacting the host for over one minute,
Weblink will return the message "The web browser has not responded
to your request for over 1 minute: terminating request". The browser
may not respond to Weblink's attempt to cancel; use the web browser
button in the toolbar to activate the browser and manually cancel the
request.
PCL Printing
The printer drivers shipped with Microsoft Windows 3.1 for the HP LaserJet
III, IIID, IIIP, and IIISi printers may not work well with Acrobat Reader (and
other applications for that matter). Adobe recommends you use a PCL printer
driver based on the Universal Printer Driver V.3.1.2. Here are four ways to get
this driver:
COMPUSERVE. Type “GO MSL” to get to the Microsoft Software Library

forum. Download the file named HPPCL5.EXE. Place this file on an empty,
formatted DOS diskette then from DOS run the file to extract the driver and
installation instructions which are in the file named printer.txt.
MICROSOFT'S BULLETIN BOARD. Microsoft's bulletin-board download ser-

vice can be reached at 206-936-6735. It supports up to 9600 baud and you
should set up your modem to use 8-bit, 1 stop bit, and no parity. Once
connected, there is a menu-driven bulletin board. Download the file named
"HPPCL5.EXE" and follow the same directions as above.
MICROSOFT. If you don't have a modem, you may call Microsoft directly at
206-637-7098 or 800-426-9400 and obtain the LaserJet III printer drivers on a
diskette.
HEWLETT PACKARD. Again, if you don't have a modem, you may call
Hewlett Packard directly at 303-353-7650 and obtain the LaserJet III printer
drivers on a diskette. You may also use this number to obtain the latest
printer drivers for the HP LaserJet 4, DeskJet, and PaintJet families of
printers.

B737-200/300
If you experience problems printing to HP LaserJet printers in the 600-dpi
mode try switching back to 300-dpi mode or if it is equipped with a PostScript
option, use the PostScript mode for 600-dpi printing. This 600-dpi PCL5
printing problem does not seem specific to Acrobat.
If outline-style text is printing incorrectly to a PCL printer (outlines printing on

top of black characters) make the following change in the ATM Conrol Panel:
check the option to "Print ATM Fonts as Graphics."
To properly print certain special text effects (such as shadow, zoomed text,
or outlined text) to non-PostScript printers it may be required to select the
Print ATM Fonts as Graphics option in the ATM Control Panel. Certain
printer drivers including the LaserJet PCL4 (Series II and higher), PCL5
(LaserJet III and LaserJet 4 families) and the Lexmark PPDS (4029 & 4029)
always print black soft fonts on top of images and non-black text strings.
Documents with various graphic images may not print correctly to the
LaserJet 4 in PCL mode at 600 dpi unless the Graphics option in the Win-
dows printer driver setup is set to Raster mode.
To increase printer performance of documents formatted entirely in landscape

orientation to non- PostScript printers the printer driver must be set in land-
scape orientation in the Windows printer setup.
Postscript Printing
AdobePS 3.01 Driver For best results when printing to PostScript printers,
Adobe recommends you use the AdobePS 3.01 (or later) driver. The driver
and installation instructions are included on the Acrobat 2.1 Sampler CD.
AdobePS 2.1.1 Driver You may experience problems when printing from
Acrobat Reader 2.1 when using the AdobePS 2.1.1 printer driver. The prob-
lems occur in printing certain documents that use TrueType fonts or extended
characters, such as typographic quote marks. A PSPrinter 2.1.2 update that
fixes both of these problems is available. The AdobePS 2.1.2 update up-
grades an installed version of AdobePS 2.1.1 to 2.1.2 is available from the
following sources:
COMPUSERVE. Type GO ADOBE to get to the Adobe forum.

B737-200/300
FTP. Adobe’s ftp Server is at ftp.adobe.com. The path to the updater is
ftp.adobe.com/pub/adobe/Applications/Drivers/Windows/adobeps.exe
WORLD WIDE WEB. Adobe’s World Wide Web server is at http://

www.adobe.com.
PHONE. Call 800-521-1976 to have the AdobePS 2.1.2 update disk sent to
you directly. Shipping and handling charges may apply.
Note: The update is not the complete, standalone AdobePS 2.1.2 driver. It
will only update a previously installed version of AdobePS 2.1.1.
Memory Issues. If you encounter problems, such as as VMerror, printing to

PostScript Level 1 or 2 printers it may be because the printer has little
available memory (for example, a non-upgraded LaserWriter, LaserWriter
Plus, LaserWriter II NT or NTX). There are two potential solutions to this
problem:
* In the General Preferences dialog (select from the Edit/Preferences

menu) you may choose to use Serif only or Sans only for font
substituion. This frees up additional memory in the printer and
chances are your document will print successfully.
* The other option is to purchase more memory for your printer.
Apple Personal LaserWriter NT If you are using an Apple Personal

LaserWriter NT printer that has not been upgraded to a Personal LaserWriter
NTR, Acrobat Reader won't be able to print substitute fonts. Contact your
Apple dealer for information on upgrading your printer.
Miscellaneous Issues
CANON BJC 800 PRINTER - In order to properly print text, graphics, and
images to this printer be sure to check the Use Print Manager option in the
Printers control panel.
CANON LBP-8IV - Use the printers bitmap mode for best results.

B737-200/300
COMPAQ MGA8.DRV VIDEO DRIVER Using this video driver (installed on
Compaq DeskproXL 586 (1024x768, 640x480, 256 colors) with Compaq
Qvision 2000 board may cause Acrobat Reader to crash. Solution: Turn off
Page Caching in the Edit > Preferences > General dialog.
HP DESKJET 500C This printer has an unprintable area near the top of the
page. Be sure to use the Shrink to Fit option in Acrobat Reader’s Print dialog.
FONT NOT FOUND A font not found error may indicate that ATM did not
have enough memory to create a substitute font. See the Improving Perfor-
mance section of this file for information on how to increase the memory
available to ATM (if installed).
INSTALL Due to problems with some Desktop Managers, during installation
the Adobe Acrobat program group and the Acrobat Reader program item may
not be created. By default, the program is installed in the directory
c:\acroread and the executable is c:\acroread\acroread.exe.
LOTUS NOTES When you open an embedded PDF file from a Notes data-
base, the Acrobat Reader window seems to flicker slightly. This is because
Lotus Notes is giving Acrobat Reader OLE instructions to Show, Hide, then
Show the PDF document.
MACH 32 VIDEO CARD FROM ATI If you are using the MACH 32 ATI card,
be sure to use the 256-color mode with the Color Pallette ON. In other words,
do not use the 256-color mode with the color pallette off. For Acrobat, make
sure the Pallette is ON.
NEC ULTRALITE VERSA LINEAR DRIVER Rotated images may display

with artifacts when using the UltraLite Versa Linear 640x480 256 color video
driver. Solution: Use the UltraLite Versa 640x480 256 color driver.
NUMBER 9 VIDEO DRIVER When Acrobat Reader's page caching is en-

abled, if you experience horizontal lines running across the page try turning
off the turbo mode in the #9GXE video driver. This can be done via the Turbo
menu in the program #9GXE Status available in the “#9 Hawkeye Control
Panel.
OLE When viewing a PDF file which is an embedded OLE object, you can
only perform an incremental save, not a full save. Operations which require a
full size are things like inserting another PDF file. As a result, you cannot
perform this operation on an embedded OLE object.

B737-200/300
OS/2 Acrobat Reader should run in the Windows 3.1 compatibility mode of
OS/2 2.1 and OS/2 2.1.1.
PAGE CACHING Page caching is disabled for 16-bit and 2 -bit displays and
the option is grayed out in the General Preferences dialog.
PATTERNS Files produced by the Acrobat Distiller containing patterns may

display slowly and cause memory shortages. This can often be the case
when applications represent patterns as thousands of small Type 3 font
characters. If you experience this problem, it is recommended to use color
rather than pattern fills.
PC TOOLS FOR WINDOWS 1.0 No Adobe Acrobat group is created and no
program items/icons are created. See INSTALL problem above for description
of workaround.
PHONENET PhoneNet does not properly map Macintosh file names contain-
ing upper-ASCII characters. As a result, you will not be able to open any
such files in Acrobat Reader. Solution: Don’t use special characters in file
names to be accessed by both Macintosh and Windows users over a
PhoneNet network.
PRINTING FROM FILE MANAGER Only one PDF file at a time can be
selected and printed from the File Manager.
ROTATED/TRANSFORMED TRUETYPE FONTS You may encounter some

problems with displaying or printing rotated or otherwise transformed
TrueType fonts. This is a limitation of TrueType and Windows. For best
results, we recommend you use Adobe PostScript Type 1 fonts in your
documents.
STANDARD MODE Acrobat Reader 2.1 does not work in standard mode;
you must be running Windows 3.1 in enhanced mode.
SYSHOOK Syshook is an application that patches the system menus of

applications; it does not work well with Acrobat Reader.

B737-200/300
TRUE TYPE TrueType fonts cannot be reencoded. Because of this limita-
tion, documents that were created using some special characters in a Type 1
font may not display correctly if a TrueType version of the font with the same
name is installed on your system. When this happens, the error message
"Some text in the font and character 'FONTNAME ###' could not be displayed
or printed correctly. The font could not be reencoded." is displayed. Since the
Acrobat installers do not replace TrueType versions of Times, Helvetica, and
Courier you may get this message with these fonts. Solution: Use the Cus-
tom Install option to install a Type 1 version of these fonts.
WINDOWS FOR WORKGROUPS The Windows for Workgroups Netware

extensions (\windows\netx.com) have been known to cause problems with
Acrobat Reader's Open dialog, as well as other application's Open dialog.
Solution: Contact Microsoft.
WRONG COLORS If the colors on your monitor seem completely wrong, try
the following. In the Acrobat Reader's ini file (c:\windows\acroread.ini) try
changing the line 'IS8514=4' to 'IS8514=105'.
TO CREATE YOUR OWN PDF

DOCUMENTS
To take full advantage of the benefits of electronic documents, you can
purchase Acrobat Exchange, Acrobat Pro, or Acrobat for Workgroups with the
coupon contained in the Acrobat Reader On-line Guide (available on the
Acrobat CD Sampler) or by calling 800-87-ADOBE (800-872-3623). With the
full Acrobat products, you can:
- Create your own electronic documents as easily as printing from your

existing applications with PDF Writer.
- Protect your files with passwords; control access, printing, changing
the document, adding and changing notes, copying text and graphics.
- Find exactly what you need across multiple PDF files by searching on
keywords, author, title, subject synonyms, etc.
- Reuse information easily by extracting, copying, reordering and replac-
ing pages among PDF files -- with bookmarks, links and
notespreserved.
- Create your own custom views into information.

B737-200/300
- Add value, set priorities and maintain a dynamic information network
with links, bookmarks, notes and connections to external applications
and documents.
- Take advantage of third-party plug-ins to add new features to Acrobat.
- Integrate Acrobat with your desktop applications with Acrobat's sup-
port for OLE automation, Notes F/X, AppleEvents, and more.
TECHNICAL SUPPORT
For primary technical information and answers, you're free to take advantage of
Adobe's Basic Support Services at any time. You're responsible only for telephone
charges. These services include:
- Adobe US Automated Technical Suport -- a full-time, computer-driven di-
agnostic system with answers to the most commonly asked questions.
Call 1-206-628-2757 24 hours a day, 7 days a week.
- Adobe US Fax Request Line -- an easy way to request free technical notes
by fax. Dial 1-206-628-5737 24 hours a day, 7 days a week.
- CompuServe Questions and Answers -- an Adobe bulletin board for
CompuServe subscribers. Directory: GO ADOBE
- Adobe US Electronic Bulletin Board -- A 24 hours a day bank of inforation.
Dial 1-206-623-6984.
US only -- for users of Adobe Acrobat products in the US and Canada, pay for
support options include:- 900-555-2276 -- this business-to-business 900 service is
a way for infrequent users to get help from an Adobe Technical Support Repre-
sentative. Each minute is $2.00 plus toll, if any, and charges will appear on your
monthly phone bill.
ELECTRONIC END USER LICENSE

AGREEMENT
Adobe Systems Incorporated Electronic End User License Agreement
NOTICE TO USER:
THIS IS A CONTRACT. BY INDICATING YOUR ACCEPTANCE BELOW, YOU
ACCEPT ALL THE TERMS AND CONDITIONS OF THIS AGREEMENT. This
Adobe Systems Incorporated ("Adobe") End User License Agreement accompa-
nies an Adobe software product and related explanatory written materials ("Soft-
ware"). The term "Software" shall also include any upgrades, modified versions or
updates of the Software licensed to you by Adobe. This copy of the Software is
licensed to you as the end user. You must read this Agreement carefully before
indicating acceptance at the end of the text of this Agreement. If you do not agree
with the terms and conditions of this Agreement, decline where instructed during
installation, and you will not be able to use the Software. Adobe grants to you a
nonexclusive license to use the Software, provided that you agree to the following:

B737-200/300
1. Use of the Software. You may install the Software in a single location on
a hard disk or other storage device; install and use the Software on a file
server for use on a network for the purpose of permanent installation onto
hard disks or other storage devices or use of the Software over such net-
work; and make backup copies of the Software. You may make unlimited
copies of the Software and give copies to other persons or entities as long
as the copies contain this Agreement and the same copyright and other
proprietary notices that appear on or in the Software.
2. Copyright. The Software is owned by Adobe and its suppliers, and its
structure, organization and code are the valuable trade secrets of Adobe
and its suppliers. The Software is also protected by United States Copy-
right Law and International Treaty provisions. You agree not to modify,
adapt, translate, reverse engineer, decompile, disassemble or otherwise
attempt to discover the source code of the Software. You may use trade-
marks only to identify printed output produced by the Software, in accor-
dance with accepted trademark practice, including identification of trade-
mark owner's name. Such use of any trademark does not give you any
rights of ownership in that trademark. Except as stated above, this Agree-
ment does not grant you any intellectual property rights in the Software.
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B737-200/300
Pictorial Index
A
AFDS Indicator Panel ........................................................................... 499
Air Conditioning Pack ........................................................................... 478
Airpseed Indicator ................................................................................ 490
Airstair Operating Handle ...................................................................... 457
Alternate Static Port ............................................................................. 414
Annunciation Panel ............................................................................... 471
Anti-Ice Control Panel ........................................................................... 432
Anti-skid Panel ..................................................................................... 504
APU Control Panel ................................................................................ 400
APU Fuel Shroud Vent .......................................................................... 403
Autobrake & Anti-skid Control .............................................................. 435
B
B737-200 Crew Oxygen Control Panel ................................................ 452
B737-200 Air Conditioning Pack ........................................................... 478
B737-200 Anti-skid Panel ..................................................................... 504
B737-200 Cabin Pressure Indication Panel .......................................... 468
B737-200 Cabin Pressurization Controller ............................................ 469
B737-200 Compressor & Turbine Units ................................................. 479
B737-200 CSD Panel ............................................................................ 508
B737-200 EGT Indicators ..................................................................... 455
B737-200 Electrical Control Panel ........................................................ 482
B737-200 Electrical Indication Panel .................................................... 484
B737-200 Emergency Exit Lights Panel ............................................... 467
B737-200 FD Annunciation Panel ................................................. 465, 466
B737-200 Fire Protection Control Panel ............................................... 474
B737-200 Flight Annunciations ............................................................. 483
B737-200 Flight Controls Panel ............................................................ 486
B737-200 Flight Instrument Controls .................................................... 485
B737-200 Heat Exchangers .................................................................. 480
B737-200 Hydraulic Control Panel ................................................453, 472
B737-200 Hydraulic System ................................................................. 460
B737-200 Jumpseat Oxygen Controls .................................................. 505
B737-200 LE Device Indications .......................................................... 481

B737-200/300
B737-200 LE Devices Indications ........................................................ 506
B737-200 N1 Indicators ........................................................................ 454
B737-200 Overhead Annunciation Panel .............................................. 471
B737-200 Pack Service Doors ............................................................. 477
B737-200 Pneumatic System Panel ..................................................... 470
B737-200 Standby Hydraulic Pump ...................................................... 463
B737-200 Standby Hydraulic Reservoir ................................................ 461
B737-200 System B Hydraulic Reservoir ............................................. 462
B737-200 T/R Accumulator .................................................................. 459
B737-200 T/R Alignment Marks ........................................................... 458
B737-200 T/R Reverser Panel .............................................................. 507
B737-200 Tire Screen ........................................................................... 464
B737-200 Trim Controls ........................................................................ 476
B737-200 Window Heat Controls .......................................................... 475
B737-200 Wing & Engine Anti-ice Controls .......................................... 473
B737-200/300 Marker Controls ............................................................. 489
B737-200/300 Parking Brake ................................................................ 487
B737-300 AFDS Indicator Panel ........................................................... 499
B737-300 Alternate Static Port ............................................................. 414
B737-300 Anti-Ice Control Panel .......................................................... 432
B737-300 APU Control Panel ............................................................... 400
B737-300 APU Fuel Shroud Vent ......................................................... 403
B737-300 Autobrake & Anti-skid Control .............................................. 435
B737-300 Center Pedestal .................................................................... 447
B737-300 Crew Meal ............................................................................ 501
B737-300 CSD Access Panel ............................................................... 428
B737-300 Deflector Doors .................................................................... 418
B737-300 Defueling Control Panel ........................................................ 425
B737-300 Electical Control Panel ......................................................... 495
B737-300 Electrical Control .................................................................. 450
B737-300 Electrical Control Panel ........................................................ 446
B737-300 Emergency Exit Handle ....................................................... 411
B737-300 Engine Control Indications ................................................... 492
B737-300 Engine Inlet .......................................................................... 451
B737-300 Engine Instruments .............................................................. 434
B737-300 External Power Panel ........................................................... 405
B737-300 Fire Extinguisher Bottles ...................................................... 399
B737-300 Flap Power Unit .................................................................... 430
B737-300 Flight Control Panel .............................................................. 449
B737-300 Flight Controls Panel .................................................... 496, 502
B737-300 Forward Nose Compartment ................................................. 401

B737-200/300
B737-300 Fuel Control Panel ................................................................ 448
B737-300 Fuel Drip Stick Panel ........................................................... 421
B737-300 Fuel Flow Indications ........................................................... 488
B737-300 Fuel Indication System ........................................................ 422
B737-300 Fueling Control Panel ........................................................... 424
B737-300 Hydraulic Indications ............................................................ 433
B737-300 Hydraulic System A Reservoir ............................................. 427
B737-300 Instrument Comparator ......................................................... 497
B737-300 Lav Dump Controls ............................................................... 413
B737-300 Left Elevator Pitot Probe ...................................................... 409
B737-300 Main Outflow Valve ............................................................... 404
B737-300 Main Tires and Brakes ......................................................... 415
B737-300 Main Wheel Compartment ............................................ 402, 407
B737-300 Nose Wheel Area .................................................................. 406
B737-300 Oxygen Blowout Plug ........................................................... 412
B737-300 Oxygen Control Panel .......................................................... 493
B737-300 Pressurization Control Panel ................................................ 436
B737-300 RMI ....................................................................................... 500
B737-300 Runway and Turnoff Lights ................................................... 417
B737-300 Stall Vane and Pitot Tubes ................................................... 410
B737-300 Standby Hyd. Reservoir & PTU ............................................ 429
B737-300 Steering Tiller ....................................................................... 498
B737-300 T/R Deactivation Indicator .................................................... 416
B737-300 Trim Controls ................................................................ 444, 503
B737-300 Waste Water Drain ................................................................ 408
B737-300 Window Heat Controls .......................................................... 494
Brakes .................................................................................................. 415
C
Cabin Pressure Indication Panel .......................................................... 468
Cabin Pressurization Controller ............................................................ 469
Cabin Temperature Controller ................................................................ 431
Center Pedestal .................................................................................... 447
CFM Engine .......................................................................................... 423
CFM Engine Inlet and Pressure Probes ............................................... 419
CFM Tail Pipe ....................................................................................... 437
Compressor & Turbine Units ................................................................. 479
Crew Communication Panel .................................................................. 439
Crew Escape Rope ............................................................................... 441
Crew Meal ............................................................................................. 501
Crew Notification Panel ........................................................................ 442

B737-200/300
Crew Oxygen Access Panel ................................................................. 438
Crew Oxygen Control Panel .................................................................. 452
Crew Oxygen Mask Controls ................................................................ 440
CSD Access Panel ............................................................................... 428
CSD Panel ............................................................................................ 508
D
Deactivation Indicator ........................................................................... 416
Deflector Doors ..................................................................................... 418
Defueling Control Panel ........................................................................ 425
E
EGT Indicators ..................................................................................... 455
Electical Control Panel ......................................................................... 495
Electrical Control .................................................................................. 450
Electrical Control Panel ................................................................ 446, 482
Electrical Indication Panel .................................................................... 484
Elevator Pitot Probe ............................................................................. 409
Emergency Exit Handle ........................................................................ 411
Emergency Exit Lights Panel ............................................................... 467
Engine Anti-ice Controls ....................................................................... 473
Engine Control Indications .................................................................... 492
Engine Inlet .......................................................................................... 451
Escape Rope ........................................................................................ 441
Escape Slide Retention Bar ................................................................. 456
Exit Handle ........................................................................................... 411
External Power Panel ........................................................................... 405
F
F/A Cabin Controls Panel ..................................................................... 420
FD Annunciation Panel ................................................................. 465, 466
Fire Extinguisher Bottles ...................................................................... 399
Fire Protection Control Panel ................................................................ 474
Flap Power Unit .................................................................................... 430
Flight Annunciations ............................................................................. 483
Flight Control Panel .............................................................................. 449
Flight Controls Panel ........................................................... 486, 496, 502
Flight Instrument Controls .................................................................... 485
Forward Nose Compartment ................................................................. 401
Fuel Control Panel ................................................................................ 448

B737-200/300
Fuel Drip Stick Panel ............................................................................ 421
Fuel Flow Indications ............................................................................ 488
Fuel Indication System ......................................................................... 422
Fueling Control Panel ........................................................................... 424
H
Heat Exchangers .................................................................................. 480
Hydraulic Control Panel ................................................................ 453, 472
Hydraulic Indications ............................................................................ 433
Hydraulic System ................................................................................. 460
Hydraulic System A Reservoir ............................................................. 427
I
Instrument Comparator ......................................................................... 497
J
Jumpseat Oxygen Controls .................................................................. 505
L
Lav Dump Controls ............................................................................... 413
LE Device Indications ........................................................................... 481
LE Devices Indications ......................................................................... 506
Left Elevator Pitot Probe ...................................................................... 409
M
Main Outflow Valve ............................................................................... 404
Main Tires and Brakes .......................................................................... 415
Main Wheel Compartment ............................................................ 402, 407
Manual Landing Gear Extension Panel ................................................ 445
Marker Controls .................................................................................... 489
N
N1 Indicators ........................................................................................ 454
No Smoking Passenger Warning Switch .............................................. 442
Nose Wheel Area .................................................................................. 406
Notification Panel ................................................................................. 442

B737-200/300
O
Outflow Valve ........................................................................................ 404
Oxygen Access Panel .......................................................................... 438
Oxygen Blowout Plug ........................................................................... 412
Oxygen Control Panel ................................................................... 452, 493
Oxygen Mask Controls ......................................................................... 440
P
Pack Service Doors .............................................................................. 477
Parking Brake ....................................................................................... 487
Passenger Portable Oxygen Bottle ...................................................... 426
Pitot Probe ............................................................................................ 409
Pitot Tubes ............................................................................................ 410
Pneumatic System Panel ..................................................................... 470
Pressure Probes ................................................................................... 419
Pressurization Control Panel ................................................................ 436
PTU ...................................................................................................... 429
R
RMI ....................................................................................................... 500
Runway and Turnoff Lights ................................................................... 417
S
Stall Vane and Pitot Tubes .................................................................... 410
Standby Attitude Indicator .................................................................... 443
Standby Hyd. Reservoir & PTU ............................................................ 429
Standby Hydraulic Pump ...................................................................... 463
Standby Hydraulic Reservoir ................................................................ 461
Standby Indicator ................................................................................. 491
Static Port ............................................................................................ 414
Steering Tiller ........................................................................................ 498
System B Hydraulic Reservoir ............................................................. 462
T
T/R Alignment Marks ............................................................................ 458
T/R Deactivation Indicator .................................................................... 416
T/R Reverser Panel .............................................................................. 507
Tire Screen ........................................................................................... 464
Tires and Brakes .................................................................................. 415

B737-200/300
Trim Controls ....................................................................... 444, 476, 503
Turnoff Lights ........................................................................................ 417
W
Waste Water Drain ................................................................................ 408
Water Drain ........................................................................................... 408
Wheel Compartment ............................................................................. 407
Window Heat Controls .................................................................. 475, 494
Wing & Engine Anti-ice Controls .......................................................... 473


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Canova Aviation Publications

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Canova Aviation Publications

Canova Aviation Publications User License Agreement

Canova Aviation Publications grants to you a nonexclusive license to use

2. Copyright. THE COCKPIT REVIEW is owned by Canova Aviation Publi-

Informational Purposes Only - © 1997 Canova Aviation

4. No Warranty. THE COCKPIT REVIEW is being delivered to you AS IS

5. Governing Law and General Provisions. This Agreement will be governed

6. Use THE COCKPIT REVIEW at your own risk.

Informational Purposes Only - © 1997 Canova Aviation

This publication is dedicated to the memory of

Informational Purposes Only - © 1997 Canova Aviation

Informational Purposes Only - © 1997 Canova Aviation

Informational Purposes Only - © 1997 Canova Aviation

Chapter I The Cockpit Review 9

Chapter II Aircraft Limitations B737-200 299

Chapter III Aircraft Limitations B737-300 313

Chapter IV Aircraft Schematics 325

Chapter V Flight Training Profiles 365

Appendix A Cockpit Photos 399

Appendix B Program Instructions 509

Appendix C Pictorial Index 524

Informational Purposes Only - © 1997 Canova Aviation

By orating and reviewing in this manner, your presentation and

Capt. Bob Danbury

Informational Purposes Only - © 1997 Canova Aviation

Informational Purposes Only - © 1997 Canova Aviation

DG/Slaved Switch (200) Picture Schematic Schematic

• The DG/Slaved switch is a two position switch. Selecting the DG posi-

Heading Control Knob (200)

Synchronization Indicator (200)

Compass Transfer Switch (200)

Informational Purposes Only - © 1997 Canova Aviation

• Fast synchronization of the compass can be accomplished by three

Informational Purposes Only - © 1997 Canova Aviation

Picture Schematic Limitation

Flight Control Switches (200/300)

• The flight control switch is normally placed in the guarded ON position.

Informational Purposes Only - © 1997 Canova Aviation

• (Simulator Training Hint) A common aircraft system failure that many

Informational Purposes Only - © 1997 Canova Aviation

• (Oral Topic) The standby hydraulic system can be manually activated by

Standby Hydraulic System (300) Picture Schematic

• The standby reservoir maintains 2.8 U.S. gallons of hydraulic fluid to

• (Oral Topic) In the event of a loss of hydraulic System A or B during

Standby Hydraulic Low Quantity Amber Light (200/300)

• The Standby Hydraulic Low Quantity light may be inoperative prior to

Informational Purposes Only - © 1997 Canova Aviation

Alternate Flap Master Switch (200/300) Limitation Schematic

• The alternate flap master switch is normally positioned in the guarded

2. (200) Hydraulic system A failure has occurred. It provides the

Informational Purposes Only - © 1997 Canova Aviation

Alternate Flaps Position Switch (200/300)

• The alternate flaps position switch when momentarily selected to the

(200) Flight Limitation:

(300) Flight Limitation:

Informational Purposes Only - © 1997 Canova Aviation

Flight Spoiler Switch (200/300)

• The flight spoilers are hydraulically actuated in reference to movement of

Informational Purposes Only - © 1997 Canova Aviation

Yaw Damper Warning Light and Switch (200/300)

• The yaw damper uses System B hydraulic pressure, loss of hydraulic