Engine Bleed Valves

This module provides an overview of the bleed air valves that control the flow of pneumatic pressure on the
B737-800.

The Pneumatic System supplies bleed air to operate the Air Conditioning Systems, Wing and Engine Anti—lce
Systems, water system pressurization, hydraulic reservoir pressurization, and to operate the
EngineStarters.Compressed air is supplied to the Pneumatic system by either the Engines, the APU, or a
Ground Source.

When an engine is operating, 5th stage bleed air is provided to the pneumatic system through the
respective Bleed Valve.
The Bleed Valves are controlled by the respective Bleed Switch.

If 5th stage air is not sufficient, the 9th stage modulating valve begins to open.

With the bleed switch off, the bleed valve is closed to isolate engine bleed air from the manifold.

With the bleed switch on, and no bleed air available from the associated engine, the valve remains
closed.

As with most pneumatic valves - DC electrical power activates the bleed valve - but the valve is opened by
bleed air pressure.
Therefore, this type of valve is electrically controlled but pneumatically operated.
With the bleed switch on and air available from the associated engine, the valve opens.

Each bleed valve functions as a pressure regulator, and a shutoff valve.

Note: Engine Bleed Valves are NOT reverse flow check valves.

Notice the pressure gauge on the Pneumatic panel.

With Engine 1 operating and the #1 Bleed Switch ON, the LEFT pointer displays the pressure applied to the left
pneumatic manifold — with the Isolation Valve closed.

With Engine 2 operating and the #2 Bleed Switch ON, the RIGHT pointer displays the pressure applied to the
right pneumatic manifold - with the Isolation Valve closed.

The hot engine bleed air requires cooling.

Cooling is provided by the engine fan air that is routed through a pre-cooler to cool the engine bleed air.
A thermostat controls a pre-cooler valve to regulate the fan air flowing across the pre-cooler to maintain
engine bleed air temperature within limits.
After passing through the pre—cooler, the fan air is dumped overboard.

Recall that if the 5th stage air supply is not sufficient, the 9th stage modulating valve will automatically begin
to open.
The 9th stage air is delivered at a higher temperature and pressure.
Normally the pre—cooler will require more cooling fan—air at this time.

Pneumatic system protection is provided by the sensors in the ductwork, when the applied bleed air
temperature or pressure are too high.
A temperature sensor will close the Bleed Valve and activate the BLEED TRIP OFF light.
A Bleed Trip Off occurs to protect the pneumatic system from overtemperature conditions.
A Bleed Trip Off can also occur when excessive pressure is sensed downstream of the 9th stage bleed.
The pressure sensor is located upstream of the Bleed Air Valve.

When a BLEED TRIP OFF occurs, the MASTER CAUTION lights and the AIR COND annunciator will
illuminate.
If the original fault condition is corrected, the pilot may reset the BLEED TRIP OFF.
Normally the fault will clear itself — since closure of the Bleed Valve allows the temperature to decrease but
the BLEED TRIP OFF must be reset.

To return the system to normal operation after a Bleed Trip Off, press the TRIP RESET button.
This action will reset the MASTER CAUTION lights and the AIR COND annunciator, reset the protective circuits,
and restore the operation of the bleed air valve.

The Bleed Trip Off has been reset.

The APU Bleed Valve is controlled by the APU Bleed Switch.

The APU Bleed Valve is electrically controlled from the battery bus and is pneumatically operated.
The APU bleed air directly feeds the left pneumatic manifold.

With the APU operating and the engine and APU bleed valves open, there is a possibility of APU bleed air back
—pressuring the 9th stage modulating and shutoff valve.
This situation would cause the 9th stage valve to close.
Therefore, the APU Bleed Valve must be closed during ground use of engine anti—ice to ensure that
sufficient engine bleed air is available for cowl anti—icing.

This module idenfified the bleed air valves and their function, explained the usage of the bleed switches, and
indicated the purpose of various Pneumatic system annunciator lights-

Isolation Valve

This module describes the operation of the Isolation Valve.

The Isolation Valve is controlled by the 3 position Isolation Valve Switch.

When OPEN, the isolation valve allows the left bleed manifold to interconnect with the right manifold.
The OPEN and CLOSE positions of the Isolation switch control the valve as selected.
The Normal position for this switch is the center "AUTO" position. In the AUTO position, the Isolation Valve is
normally closed.

In the AUTO position, the Isolation Valve automatically opens when either Pack switch is turned OFF or either
engine Bleed Switch is turned OFF.
Thus — in AUTO — if any engine bleed or pack switch is off — the Isolation Valve enables all pneumatic users
to receive air from either manifold.

The position of the APU Bleed Air switch does not affect the operation of the Isolation Valve.
If all 4 corner switches (2 pack and 2 bleed) are in AUTO or HIGH the Isolation Valve is closed.
If any of these 4 switches are OFF, the Isolation Valve is open.

This module described the operation of the Isolation Valve as well as introduced the Isolation Valve
switch.

Dual Bleed

This module discusses the significance of the DUAL BLEED light.

A DUAL BLEED light illuminates when the APU Bleed Valve is open and a possibility exists that engine
bleed air could provide back pressure on the APU.
This light provides protection in the event the APU check valve should fail.
There are a number of combinations that allow a DUAL BLEED condition.

For example, if the APU Bleed Valve is open and the #1 Bleed switch is ON, the DUAL BLEED light comes on.
This light will illuminate whether engine #1 is running or not — since the light monitors only the position of the
engine bleed switch — not the engine bleed valve.
Another example of a DUAL BLEED - occurs when the APU Bleed Valve is open and the #2 Bleed switch is ON
- with the Isolation Valve open.
The light monitors the isolation valve position.

In review, the DUAL BLEED light monitors the position of the APU Bleed Valve, the Isolation Valve, and the
engine bleed switches.
When the DUAL BLEED light is on, the engines must remain at idle power.
Although the light indicates an abnormal condition — the DUAL BLEED light will be on during normal
engine starting.

This module located and described the DUAL BLEED light and its purpose, and identified what switch
positions cause the DUAL BLEED light to illuminate-

APU Air for Engine Start

This module describes the operation for starting an engine using APU bleed air.

In order for the APU to supply bleed air, the APU must be running at over 95% RPM.
After a one minute warm up delay - the APU bleed air may be turned ON.
When the APU Bleed Air switch is turned ON, the APU Bleed Air Valve receives 28 Volt DC power from the
Battery Bus.

Turn OFF both Pack switches before engine start so all APU air is available to start the engines.
Both Engine Bleed switches should be ON - as this is the normal position of these switches.
Each Bleed Valve remains closed until the engine is started.

The Isolation Valve remains open since the Pack switches are OFF with the Isolation Valve switch at
AUTO.
This normal situation causes the DUAL BLEED light to illuminate during engine start.

After engine start, turning OFF the APU Bleed Air Switch will extinguish the DUAL BLEED light.
When the APU switch is placed OFF, the APU bleed valve is signaled closed regardless of the bleed switch
position, the APU generator trips and the APU runs for one minute before shutfing down.
The Isolation Valve remains open until both packs are selected to AUTO or HIGH. This is the normal panel
configuration after engine start.

The pneumatic system is now shown in the normal configuration and the APU is shutdown.
The Isolation Valve will automatically open - if either Pack switch or Bleed air switch is selected to OFF.

This module identified the limitations of the APU bleed air supply, and described various indications
related to APU bleed air engine start-

Ground and Air CrossBleed Start

This module describes Pack operations during 0 Ground Air or Crossbleed Engine Start-

Turn OFF both Pack switches before engine start so all Ground air is used to start the engines.
Both Engine Bleed switches are ON - as this is the normal position of these switches.
Each Bleed Valve remains closed until the engine is started.

The Isolation Valve is open since the Pack switches are OFF with the Isolation Valve switch at AUTO.
The DUAL BLEED light will not illuminate during this engine start because the APU Bleed Air is not used.
After engine start, the Ground Air may be disconnected.
The Isolation Valve remains open until both packs are selected to AUTO or HIGH.
In order to start the other engine after a ground air start, a Crossbleed Start is accomplished. This type of start
allows the operating engine to supply bleed air to start the other engine. Follow your AFM for details on this
procedure.

The panel configuration on this frame is normal for flight operations after engine start.
Note: the RECIRC FAN switches should be in AUTO.
These switches are rarely turned off except for smoke removal.

This module described the operation of the Isolafion valve during a ground air or Crossbleed Engine
Start.

B737-800 Pack Operations

This module describes example configurations for the B737—800 pack operations.

To improve the operation of the Air Conditioning during ground operations, the panel may be set up as shown
here. The APU supplies the Left Pack - which is selected to HIGH, with the APU Bleed Switch selected to ON,
the #1 Bleed Switch is OFF, and the Isolation Valve switch is Closed.
The #2 engine supplies the Right Pack — which is selected to HIGH. Note that it is prohibited to use
engine bleed air with the pack switch in HIGH for takeoff, approach, or landing.
It is preferred to takeoff with the engines supplying the bleed air. This configuration minimizes the crew
workload after takeoff.
This panel configuration is set up for a normal takeoff.
The Pack switches are in AUTO, the Bleed Switches are ON, the APU Bleed Switch is OFF, and the Isolation
Valve switch is in AUTO.

APU may be used to operate the left pack during the takeoff, and will increase engine performance.
To set up the control panel for a "bleeds off' takeoff - the pilot will manually close the Isolation Valve,and turn
both engine Bleed Switches OFF.
The APU Bleed Switch is ON for this takeoff and both Pack switches are selected to AUTO.

This configuration will operate only the left pack. After takeoff, when obstacle clearance is assured, the pilot
will first turn ON the #2 Bleed switch to operate the right pack, and then verify the cabin
pressurization is stable. With the pressurization stable, the APU Bleed switch is turned OFF — wait for the APU
Bleed Valve to close then — the #1 Bleed switch is turned ON, and the Isolation Switch is moved to AUTO. This
action applies #1 engine bleed air to the left pack.

Care must be used after takeoff to turn off the APU air before turning on the #1 Bleed switch to avoid causing
the DUAL BLEED light to come on at high power settings.
The APU air shutoff can be verified when the left duct pressure drops to zero.

This module identified the preferred bleed air supply during takeoff, and described the use of APU bleed air
during takeoff.

Wing Body Overheat

This module provides information on the Wing Body Overheat System.

Sensors are provided to alert the crew when a duct leak exists.
The sensors will activate the WING BODY OVERHEAT lights.
The areas monitored include the engine strut, wing leading edge, and air conditioning bays—for both left and
right systems and the APU bleed air duct.

The Right WING BODY OVERH EAT light is activated by sensors located in the area shown above.

The Left WING BODY OVERH EAT light is activated by sensors located in the area shown above.
This area also includes the keel beam APU bleed air duct.
When a WING BODY OVERHEAT light comes on, the MASTER CAUTION lights and the AIR COND
annunciator will illuminate.
The flight crew will follow the appropriate procedure to correct this condition.
There is no automatic bleed air shutoff for this system.

The Wing body Overheat system is tested by pressing the OVHT TEST button.
When the button is depressed, both WING BODY OVHT, MASTER CAUTION, and AIR COND annunciators will
illuminate after a short pause.
When the TEST button is released, both WING BODY OVHT lights should extinguish.

This module described the Wing Body Overheat System, identified its indications, and indicated how to test
the system-