BOEING

SECTION TITLE ATA

Introduction

2 Flight C o m p a rt m e n t 25 and 39

3 Structures 51

4 Electrical Power 24

5 Fuel System 28

6 Power Plant 71

7 Auxiliary Power U n i t 49

8 Fire Protection 26

9 Hydraulics 29

1 0 Landing Gear 32

1 1 Flight Controls 27

1 2 Pneumatics and Air-Conditioning 21 and 36

1 3 Ice and Rain Protection 30

1 4 Lighting 33

1 5 Oxygen and Water/Waste 35 and 38

1 6 Communications and Recorders 23 and 31

1 7 Navigation Sensors and Instruments 31 and 34

1 8 Flight Management System 22 and 34

( i n c l u d i n g Electronic Flight Instrument System)

1 9 Windshear and Ground Proximity Warning 34

20 Electronic Equipment Bay 39

21 Miscellaneous

May 1 9 9 6

Table of Contents
 Introduction

About this book P r i n c i p a l Characteristics • Operating Experience

T h i s d o c u m e n t presents a g e n e r a l The p r i n c i p a l characteristics a n d • Self-Sufficiency

t e c h n i c a l d e s c r i p t i o n of t h e B o e i n g major structural differences of the

737. It is based p r i m a r i l y on the 737-300, -400, a n d -500 are • Eye-Level Maintenance

standard a i r p l a n e , but also i n c l u d e s tabulated a n d shown on s u c c e e d i n g

d e t a i l s of some of the most p o p u l a r pages. S t a n d a r d o p t i o n s are

options. a v a i l a b l e to c o n f i g u r e the a i r p l a n e to

the i n d i v i d u a l operator's needs.

For more detailed i n f o r m a t i o n , a n d Most of the a i r p l a n e systems are

p a rt i c u l a r l y for information o n a s i m i l a r between m o d e l s , and o n l y

specific c u s t o m e r ' s a i r p l a n e , the the major differences are specifically

reader is referred to o t h e r
covered.
p u b l i c a t i o n s such as the Airplane

Flight Manual, Operations Manual,

Maintenance Manual, and the

Configuration Specification.

I n any instance of conflict between

the information contained i n t h i s

d o c u m e n t and the p r e v i o u s l y

mentioned d o c u m e n t s , the

applicable contractual d o c u m e n t w i l l

prevail.

Overview

A f u l l appreciation of a c o m m e r c i a l

a i r p l a n e requires an u n d e r s t a n d i n g

of the systems. T h i s document

provides a general introduction to

the various systems o n the 737. The

use of 737 without reference to a

specific model (for example 737-

300, 737-400, or 737-500) indicates

that it is applicable to a l l m o d e l s

except the - 1 0 0 and -200. The

model n u m b e r -300, -400, o r -500

may be used a l o n e , without the 737

prefix. Each system is described

from a component, an installation,

and an operational standpoint.

F l i g h t compartment instruments and

panel information have been

i n c l u d e d to assist in d e s c r i b i n g the

system operation.

1-1
 94 ft 9 in

(28.9m)

(typ)

41 ft 8 in

(12.?m)

(typ)

1 7 ft 2 in

(5.2m)

(Typ)

11 ft s i n
36 ft 3 in
(2Gm)
(11.1m)

(Typ)

737-500

1 3 ft 2 in

(4.0m)

79 ft 3 in

( 2 4 . 1 111 )

737-300

40 ft 10 in
(12.5m)

737-400

46 ft 1 0 in

(t4:3m) ·•

1 1 9 ft 7 in

(36.4111)

1-2
 Introduction

12 ft 4in

(3.76m)

(Typ)

737-300 737-400 737-500

Maximum Gross Weight, Pounds (Kilograms) Basic HGW

Taxi 1 2 5 000 to 1 4 0 000 1 3 9 999 to 1 5 0 500 1 1 6 000 to 1 3 4 000

(56 700) (63 500) (56 700) (68 260) (52 6 1 0 ) (60 780)

Brake Release 1 2 4 500 1 3 9 500 1 3 9 500 1 5 0 000 1 1 5 500 1 3 3 500

(56 470) (63 820) (63 280) (68 040) (52 390) (60 550)

Landing 1 1 4 000 1 1 6 600 121 000 1 2 4 000 1 1 0 000

(51 710) (52 890) (54 880) (56 240) (49 890)

Zero Fuel 1 0 5 000 1 0 9 600 1 1 3 000 1 1 7 000 1 0 3 000

(47 620) (49 7 1 0 ) (51 250) (53 070) (46 720)

E n g i n e s (Thrust, lb)

Basic CFM56-3C-1 (20 000) CFM56-3C-1 (22 000) CFM56-3C-1 ( 1 8 500)

Option CFM56-3-B1 (20 000) CFM56-3B-2 (22 000) CFM56-3-B1 ( 1 8 500)

Option CFM56-3B-2 (20 000) CFM56-3C (23 500) CFM56-3-B1 (20 000)

Fuel capacity, U . S . Gallons (I)

5311 5811 6311 5311 5811 6311 5311 5811 6311

(20 1 0 5 ) (21995) (23 890) (20 1 0 5 ) (21995) (23 890) (20 1 0 5 ) (21995) (23 890)

Passengers

Mixed Class 128 146 108

All Tourist, 32-in Pitch 140 159 122

All Tourist, 30-in Pitch 149 168 132

Lower Hold Volume, ft3 (m3)

1068 904 783 1373 1213 1088 822 660 562

(30.2) (25.6) (22.2) (38.9) (34.4) (30.8) (23.3) (18.7) (15.9)

Speed Capacity

Maximum Operating Airspeed, Knots (KCAS) 340

Maximum Operating Mach N u m b e r 0.82

Principal Characteristics

1-3
 44-lnch Body Extension

Redesigned Nose

Landing Gear
· Strengthened

Krueger Flaps

Tip Extension

New Engine Installation

CFM56-3-B1

CFM56�3B-2

Additional Ground.Spoller CFM56-3C-1

Tip Extension

Changes From 737�200To ;;:300

NEi3W t2-ply Nose Gear

Tire and Re rated Wheel

ForwarcJQarg<:)Door

� CFM::.r:::I:s Forward

CFM56�3C-1 Engine

Changes From 737-300 To -500

1-4
 Introduction

48-inch ( 1 2 2 - c m )

Body Extensio-n-�-�_;:::��--..:::.......::
........,,· �;:::::=::::.----3--------

Additional Overwing Exits

Improved Environmental

Control System (ECS)

CFM56:.:3B-2 Engine

CFM56�.3C-1 Engine

. Stre;,gthenedSlats and Krueger.·Flaps

Changes from 737..,300 To 400

oooaooaoaoooooo�

Revised

Strengthened Main Landirjg • Avionics• Software

Clear, �evised Tires and Wheels

CFM56-3C-1 Engine

Strengthened Slats and Krueger Flaps

Strengthened Wing

Nqt�:. ·.·.·.·.· .. ·. .

Required fcir Gross Weights

Greater Ttic1.n 1 4 3 OQO lb (64 860 kg)

Changes from 737-400 to 400 High Gross Weight

1-5
 Galley Service

Galley Service

Optional

Forward Airstair

Airplane Servicing

Operating Experience Self-Sufficiency

S i n c e its introduction into service, Listed below are the self-sufficient

the 737 has demonstrated very h i g h capabilities that make the 737 ideal

mechanical dispatch reliability, for remote operations as w e l l as

p a rt i c u l a r l y i n view of the s h o rt f l i g h t operations from the most modern

lengths and h i g h utilization rates. a i r p o rt s .

• Average d a i l y utilization 7.6 hr • A u x i l i a ry power u n i t :

• Average f l i g h t length 1 . 4 hr • Provides o n - g r o u n d or i n - f l i g h t

electrical power.
• Schedule reliability 99.3%

• S u p p l i e s a i r for e n g i n e

s t a rt i n g .

• M a i n t a i n s a c o m f o rt a b l e , a i r ­

conditioned c a b i n d u r i n g

ground operations.

• Is started from the a i r p l a n e

battery.

• Self-contained airstairs ( o p t i o n ) .

• Large f u e l and water capacities.

• Backup systems a l l o w i n g

dispatch with systems

inoperative.

1-6
Eye-Level Maintenance

T h e 737 d e s i g n m i n i m i z e s the need

for g r o u n d service m a i n t e n a n c e

equipment.

T h i s maintenance design philosophy

e x p l o i t s the use of s i m p l i f i e d

a cce s s i b l e s y s t e m s , o p t i m u m

redundancy, t r o u b l e s h o o t i n g a i d s ,

major-system g r o u p i n g , a n d e a s i l y

replaced m o d u l a r u n i t s .

Benefits to the operator i n c l u d e

m i n i m u m m a i n t e n a n c e cost, low

ramp t u r n a r o u n d t i m e s , and less

c apital investment i n m a i n t e n a n c e

equipment.

Ladders, h o i s t s , and other l i fti n g

devices are rarely n e e d e d . E n g i n e s

are c h a n g e d at ground level. S i m p l e

h a n d - h o i s t s attached to the a i r p l a n e

structure may be u s e d .

The f o l l o w i n g h y d r a u l i c c o m p o n e n t s ,

a l l located i n the m a i n l a n d i n g gear

w h e e l w e l l , can be serviced by a

mechanic s t a n d i n g o n the g r o u n d :

• F l u i d f i l l service c o n n e c t i o n .

• Electric p u m p s .

• Pressure m o d u l e s .

• F l i g h t control m o d u l e s

• Return filter m o d u l e s .

• Aileron power control u n i t s .

• Flap power u n i t gear box.

A i r - c o n d i t i o n i n g units are w i t h i n easy

reach b e h i n d two doors u n d e r the

w i n g center s e c t i o n .

A n access door aft of the nose

w h e e l w e l l provides access to the

electronic e q u i p m e n t c o m p a rt m e n t .

With the slats extended, the l e a d i n g ­

edge slats and actuators are

s i m i l a r l y serviced with flaps

extended.

B u i l t - i n test and checkout

c a p a b i l i t i e s for c o n t r o l s , s u c h as the

a n t i s k i d control u n i t a n d the

electrical system, s i m p l i f y

malfunction identification.

1-7

Design Philosophy
A design objective of the 737 is for
safe operation with a two pilot crew.
Extensive studies were made of
factors constituting crew workload,
including the requirement that the
airplane be operable by a single pilot
from either seat.
A particular effort was made to
minimize or eliminate the need to
monitor or manually operate
systems. Self-monitoring
subsystems were employed
resulting in a low workload for the
crew during either normal or
abnormal operations.
Electrionic Equipment Racks are
easily accessible, allowing rapid
replacement of components.
The flight compartment is similar to
those on other Boeing aircraft,
including the latest technology, and,
in addition, is arranged for reduced
crew workload. The flight
compartment was designed to
permit a pilot who has a 737-200
type rating to operate the 737-300, -
400, or -500 airplane without a new
type rating.
Features
CAUTION AND WARNING
SYSTEMS
The caution and warning systems
alert the flight crew to conditions that
require their awareness by means of
visual, aural, and tactile signals.
ELECTRONIC FLIGHT
INSTRUMENT SYSTEM (EFIS)
The EFIS is standard on all 737
models, replacing the
electromechanical attitude director
indicators (ADI) and horizontal
situation indicators (HSI).
Flight Compartment
ENGINE INSTRUMENT SYSTEM • Instrument Panels
(EIS)
• Caution and Warning Systems
The EIS is standard, replacing (CWS)
twenty-one individual
electromechanical instruments, with • Electronic F l i g h t Instrument
two large, light emitting diode (LED) System (EFIS)
displays. EIS not only performs the
• E n g i n e Instrument System
same function as the
(EIS)
electromechanical instruments, but
also includes built-in tests (BITE) for
• Two module wide Aisle stand
fault isolation and engine parameter
exceedance data. Exceedance data
• Crew Seats
can be recalled either through a
volatile or non-volatile memory • Control Wheels
TWO AND THREE MODULE WIDE • F l i g h t Compartment Windows
AISLE STAND AIRPLANES and V i s i b i l i t y
Airplanes delivered before mid 1986
incorporate a two module wide aisle
stand as standard (similar to the
737-200). After mid-1986 the three
module wide aisle stand became
standard equipment. Airplanes
equipped with the three module wide
aisle stand have J track flight crew
seats.
For the purpose of this document,
the three module wide aisle stand
will be assumed standard, although
the two module wide aisle stand
configuration will also be covered.
2-1
 D

®R

@ r>.
v
Captains Panel (P1) ..

Captain's Panel P t ("flags" shown)

Instrument Panels CAPTAIN'S A N D F I R S T

O F F I C E R ' S PANELS P1 A N D P3

As a result of extensive crew

workload s t u d i e s , controls a n d The arrangement of the captain's

indicators are grouped in an and first officer's basic f l i g h t

o p t i m u m m a n n e r and are operable instruments reduces p i l o t ' s head/eye

by either p i l o t . motion w h i l e s t i l l p r o v i d i n g f u l l

visibility. The panels s h o w n here

represent the standard i n s t r u m e n t

a n d control a r r a n g e m e n t .

2-2
 F l i g h t Compartment

REGISTRATION

SELCAL

INO­

SHIELD
AIR

© R

First Officer;'s Panel (P3)

First Officer's Panel P3

The first officer's i n s t r u m e n t p a n e l

differs from the captain's p r i m a r i l y by

the a d d i t i o n of the h y d r a u l i c brake

system pressure i n d i c a t o r and the

o m i s s i o n of the standby i n s t r u m e n t s

and fuel quantity indicators.

Center
panelP2

Captain's First Officer's

panelP1 panelP3

Instrument Panel Arrangement

2-3
 G l a r e s h i e l d (P7)

®
I I

CRZ

'3&.S '36.S

0 0

� c,.
. �90 1".l RH, �290 1
°J
�RE��-.

v:;J1 N 1 �
ANTISKIO

�
�
0 0

c·,,:.\�
-�EGT-�
" ' " f1

OFFB

C. v,(!..
LANDING GEAR

L I M I T (IAS)

it�c. �1
OPERATING

E X T E N D 270· 82M

RETRACT 235K

E X T E N D E D 320K· 82M

138 83
FLAPS L I M I T ( I A S )
1-250K 15-205K

2·250K 25·190K

5-250K 30-185K

10-215K 40-162K

21 O ALT FLAP EXT

Centet Panel (P2) STD-EFIS 737-400

Center Panel P2 and Glareshield P7

C E N T E R PANEL P2 G L A R E S H I E L D P7 • Voice recorder.

• Air-conditioning.
The c e n t e r i n s t r u m e n t p a n e l G l a r e s h i e l d instruments i n c l u d e :
• Pressurization.
c o n t a i n s the f o l l o w i n g :
• Fire warning lights.

• Pr i m a r y e n g i n e d i s p l a y .
• M a s t e r ca ut i o n system l i g h t s . It a l s o has switches for:

• Secondary e n g i n e / h y d r a u l i c
• D i g i t a l f l i g h t control system • Overhead panel l i g h t s .
display.
( D F C S ) mode control p a n e l .
• Equipment cooling.

The p r i m a ry and secondary • Emergency exit l i g h t s .

FORWARD O V E R H E A D P A N E L PS
engine/hydraulic displays comprise
• Passenger signs.
the e n g i n e i n s t r u m e n t system ( E I S ) T h e forward overhead p a n e l is
• R a i n removal.
i n t h e form of two l i g h t - e m i t t i n g d i o d e d e s i g n e d to incorporate standard
• Exterior l i g h t s .
(LED) displays. m o d u l e s with s e l f - c o n t a i n e d p r i n t e d

c i r c u i t cards. The m o d u l a r system • APU.

• L a n d i n g g e a r lever and p o s i t i o n

indicators. i n c l u d e s c o n t r o l s and i n d i c a t o r s f o r • E n g i n e start.

a l l major systems:
• T r a i l i n g - e d g e fl ap i n d i c a t o r and
C o n t r o l s o n t h i s panel can be
l e a d i n g - e d g e flap a n n u n c i a t o r • Flight controls.
reached by e i t h e r p i l o t f r om a seated
lights. e Instrument switching.
position.
• A n t i s k i d a n d autobrake switches • Fuel.

and l i g h t s . P r i m a r y system control p a n e l s

• Electrical.

• Yaw d a m p e r i n d i c a t o r . f u e l , electrical, hydraulic, and a i r

• W i n d o w a n d a i r data probe h e a t .
c o n d i t i o n i n g are p a i n t e d a l i g h t g r e y .
• E n g i n e and wing anti-ice.

• Hydraulics.

• Door warning.

2-4
 Flight Compartment

OV:'AHEAT OVERHEAT

o WINDOW HEAT

OVHT

©::,:� �;,:©
0
P�ST

PITOT STATIC

CAPTP:$ A HEAT B
A U X S T A I I C:

F O .S T A l l C

� AUX PS A
@::@
I.ELEV

PITOT A

LALPIIA

VANE A

TAT TEST
TE Mr

PROBE A

PANEL
�
�
AFT CAB

�\
ENG
OFF
ANTI-ICE

YAW DAMPER
MACH TRIM
FAIL
LAVATORY
QONQ 1 2
LONE

BLEED A
RAM DOOR

FULL OPEt�
AAMOGOA

FU:.LOPEtJ
AUTOSLAI
I SMOKE Al
FA!l

L RECIRC FAN R R E C I R C FAN

DISCONNECT

EQUIP COOLING �OFF OF�

OFF�
S U P P L Y EXHAUST
OVERHEAT OVERHEAT

O N � B
�ORMAe

�eaff�a,:
LOW
PRESSURE
A
LOW
PRESSURE
A
@ eo
AUTS 6G 80 GUT OVHT

VHF NAV IRS

CAPT ON�F/0 ON BOTH�BOTH

n::
1"),E
NG2 I ENG , ENG 2
O PS�OG <O
TEST

� � Q::Q
AUX � AUX ONL �ONR

L PACK A PACK
NORMAL NORMAL

A HYO PUMPS
EMER EXITS LIGHTS

OFF

ARME

.
-

OFF
�
�

NO FASTEN
SMOKING BEL TS

e-e
GAD

MANUAL

�
I 1°00
0
01 DEC§NCR � t
FLT ALT CABIN RATE � �

U
RAIN REPELLENT

I lmDDI

FLT ALT

(@) @)
L R
! kiO 000!
WIPER FLT ALT

OFF

PAR�OW

'lJ HIGH
@©

LANDING RUNWAY
RETRACT OFF
TURNOFF TAXI
OFF LOGO STROBE POSITION cot��\oN WING

ei e
BOTH

t ?@lW�tw �r��r�
OFF

7{!f:, IG�IGN
L R GR�:T ©OFF

OUTBOARD
ON R L ON

INBOARD
R
ON ON
�ON

START
v ON ON ON

BUS TRANSFER

2
@ @ @ WING

1. Flight controls 5. Control cabin lights 9. Voice recorder

equipment cooling
2; Instrument switching; 10. Air conditioningand
0

emergency exit; no
· inertial reference pneumatics (-400)
smoking, fasten seat
3. Fuel 11 . Pressurization
belt, windshield rain

repellent, and wipes. 12. External lights

4. Electrical
6. Anti-iQing controls 13: APUstartswitch and

7. Hydraulic<power indicators

8. Door warning lights 14. Engine start and

igniter switches

Forward Overhead Panel PS

2-5
 Observer's D i g i t a l
I RS Displays

A u d i o Control Panel
and Controls

I R S Mode

Selector U n i t

Wing Leading Edge

Annunciator Panel

to Show the Position

of Individual

Slats and Flaps

Flight Recorder

Panel

Stall Warning L i g h t

Aft Overhead Panel (PS)

Engine Low I d l e W a r n i n g ,
Dome Llight Passenger

Reverse Fault Light, and

Switch and Crew

Oxygen System PMC Switch Module

Aft Overhead Panel PS

AFT O V E R H E A D PANEL P5 C O N T R O L STAND

The f o l l o w i n g c o n t r o l s , s e l d o m us ed T h e f o l l o w i n g are i n c l u d e d on t h e

i n f l i g h t , are on the aft overhead control s t a n d .

panel.
• Forward e l e c t r o n i c s p a n e l

• Wing leading-edge annunciator

• Aft e l e c t r o n i c s p a n e l
p a n e l , to show the p o s i t i o n of
• Forward thrust levers
i n d i v i d u a l slats and f l a p s .
• Reverse t h r u s t levers
• E n g i n e low i d l e w a r n i n g ,
• Start levers
reverser fault l i g h t , a n d P M C

(power m a n a g e m e n t c o n t r o l ) • S p e e d - b r a k e lever

switch m o d u l e .
• Horizontal stabilizer, manual trim

• Service i n t e r p h o n e s wi tc h. wheels

• P a s s e n g e r and crew oxygen • Fl ap lever

s y st e m .
• S t a b i l i z e r t r i m cutout switches

• Stall w a r n i n g test p a n e l .
• P a r k i n g brake lever

• F l i g h t recorder test p a n e l .
• Horn cutout

• O b s e rv e r ' s d i g i t a l a u d i o co ntrol
• Takeoff/go-around switches
panel.
• Stabilizer trim indication
• Dome l i g h t switch.

• I R S mode s e l e c t o r u n i t .

• I R S display and controls.

2-6
 F l i g h t Compartment

Forward E l e c t r o n i c s
Panel, P9

. � Forward Thrust

�· Levers

Takeoff/Go Around
Switches

Horizontal S t a b i l i z e r
Manual Trim W h e e l s
F l a p Lever

Aft Electronics
. Panel, P8

S t a b i l i z e r Trim
Cutout Switches

Parking

Brake l i g h t ( R e d )

Control Stand

2-7
 Observer oxygen
White Dome Mask, Electrical System fault
Lights Isolation Equipment

P6-3 Fuel System

Coat Stowage
and Lighting

P 1 8 - 2 Inst and

APU GCU Comm

Bus Protection

Rain Repellent
Eng GCUs
System

P 1 8 - 4 Passenger
P6-5
Accomodations
Inverter

de Bus ---..LJ

P 1 8 - 5 Battery
P6-4 Inverter Power
Air Conditioning (Optional)
and Electrical

P6.: 12 No. 2 GenBus

P6�11 No. 1 Gen Bus

Flight Compartment Arrangement - Aft

OTHER F L I G H T C O M P A R T M E N T Caution and Warning Systems • F l i g h t controls.

EQUIPMENT
• I n e rt i a l reference system.
The f l i g h t crew i s alerted to
• Fuel.
The circuit breaker panels b e h i n d c o n d i t i o n s r e q u i r i n g p a rt i c u l a r

the first officer and captain are the attention by a system of v i s u a l , • Electrical.

m a i n load control centers that a u r a l , and tactile cautions and

• APU.

contain the ac and de b u s e s of the w a r n i n g s . These various s i g n a l s are

• Overheat ( e n g i n e ) .
electrical power system. consistent with those on other
• Anti-ice.
Boeing airplanes.

Oxygen regulators, masks, and • Hydraulic.

stowage boxes are part of the The w i n d s h e a r and g r o u n d p r o x i m i t y

• Doors.
a i r p l a n e crew oxygen system and w a r n i n g system is covered i n
• E n g i n e (power m a n a g e m e n t c o n ­
are c o n v e n i e n t l y located n e a r the section 1 9 .
trol ( P M C ) , reverser, and low
crew seats.
idle).
Master Caution System

l n t e r p h o n e p a n e l s are at the p i l o t ' s • Overhead p a n e l s ( m i s c e l l a n e o u s

and observer's stations. I n a d d i t i o n C o n d i t i o n s that are of a c a u t i o n a ry systems).

to the fire e x t i n g u i s h e r on the right nature are indicated by a m b e r l i g h t s .

• Air-conditioning.
s i d e w a l l , emergency e q u i p m e n t

i n c l u d e s a crash axe and escape The master c a u t i o n system, on the

The a n n u n c i a t o r l i g h t s are d i v i d e d

lanyard stowed and attached to the g l a r e s h i e l d , provides eye level

into two g r o u p s , o n e on each end

structure above the s l i d i n g windows. w a r n i n g to the pilots that a caution

of the g l a r e s h i e l d . When any one

C o n v e n i e n t provisions for crew l i g h t out of t h e i r forward field of

of the i n d i v i d u a l w a r n i n g l i g h t s i l l u m ­

l u g g a g e , f l i g h t m a n u a l s , and coat v i s i o n has i l l u m i n a t e d on the

nates, both master c a u t i o n l i g h t s are

and hat stowage are in the aft overhead panel o r control stand.
also i l l u m i n a t e d , and stay o n , u n t i l

b u l k h e a d and s i d e w a l l . e i t h e r the master caution l i g h t is

The f o l l o w i n g systems are
depressed or t h e cause is corrected.
monitored.

2-8
 F l i g h t Compartment

Type of System

F l i g h t Mode Warning Condition Audible Visual Tactile

Takeoff W i n g trailing-edge flaps or leading-edge Horn, intermittent

devices, horizontal stabilizer or speed-

brake lever not in a takeoff positon

Takeoff power a p p l i e d with parking

Horn, intermittent
brake set

Landing Landing gear not extended and locked H o r n , steady

down with wing flaps in landing position.

Landing gear not extended with thrust H o r n , steady Red light

lever at idle

Ground proximity Voice, "pull up" Red light

lnflight Ground proximity Voice, "pull up" Red light

Cabin altitude 1 0 , 0 0 0 ft or above Horn, intermittent

Speed exceeds maximum operating Clacker

Autopilot or autothrottle disengage H o r n , modulated Flashing red light

(autopilot only)

Stick
Stall warning (column) shaker

lnflight or E n g i n e fire B e l l , steady Red l i g h t on

on ground glare shield and

fire switch handle

APU fire B e l l , steady; p l u s Red light on

red light and horn glare shield and

in wheelwell (horn switch handle

only on ground)

Wheelwell fire B e l l , steady Red light on

glare shield and on

fire control panel

(control stand)

On the Loss of equipment cooling air H o r n , steady

ground

Warning Systems

2-9
 . . . . . . ··. � .

.· ApfO�:ci�klrl /_...,>_
. _.......;,;,;,;;;;_.. ....,./

HeightSeJeqtqr: '.

•
. 11 s , < < • f <

����s7"'
�-::�i..,.:-t--4..-1,

ADJ . . .
Brightrless ·

Con:trot · · . ._L--_.i.;;;===:..==�

Map Feature.·
Selector Buttons
. . . . . · . . . . . :_. · · : · . :. . . ::·:-··.···.'::·::..-.. : .-.:.:.:·-·::··.·::·-·
.

Flight Compartment Layout with EFIS

A recall feature allows the crew to Electronic Flight Instrument The modules are s o l i d state l i � h t ­

check ( recall) the affected system System (EFIS) emitting diode ( L E D ) d i s p l a y s . L. F O

annunciator lights by pressing an displays offer h i g h e r r e l i a b i l i t y .

annunciator light panel, which The EADI and EHSI consist of a pair reduced power c o n s u m p t i o n a n d

reilluminates the l i g h t for the of six color cathode ray display units weight. facilitate e a r l y d o t o c t i o n nl

particular system affected. located on both the pilot's and first a b n o r m a l s t a rt i n q c o n d i t i o n s . a n d

officer's panels. They are driven by the storage and m c a l l of r n 1 q 1 1 u ·

Caution lights on the captain's and two symbol generators with d u a l e x c e e d a n c e . The d i s p l a y s 1 1 1 1 p r o v 1 •

first officer's main and center control panels located in the aft maintainability t h r o u q l : Bl 1 1 .

instrument panels are not repeated electronics panel. automatic s e l l - l e s t w i t h a p p h o d

by the master caution system since power, a n d c o n t i n u o u s m o u i t o n n q .

they are readily visible in front of Engine Instrument System (EIS)

Both displays contain s i x s e p a r a h ,

the crew internal power supplies that a l l o w

The E I S is composed of two
isolation of E I S faults. A s i n g l e part
individual display modules that
n u m b e r module can accommodate
include the:
six e n g i n e and several airframe

• Primary engine parameters, and variations.

• Secondary engine/hydraulic

parameters

The E I S replaces twenty-one

separate electromechanical

instruments and is standard.

2-10
 F l i g h t Compartment

0 0 0 0

E3 E3
WX RADAR E3 E3

E3 E3 CONTROL E3 E3

E3 E3 E3 E3
(SPACE)
E3 E3 E3 E3

E3 E3 E3 E3

E3 E3 E3 E3

�[:]886 OBAT - [][] 6 G G 6 OBA•

[;fil8[];:]88[m] [
l��S. ARA HOLD Pl;OG [ : ]
caJ8[]g]88[m] [ ' ARR t : ]

,
D mru[g] rnrn[']
�G �M
D �G PREV NEXT G[']GG['] �M

! PAGE PAGE DGGDG � � rnrumm DGGDG �

000 G�GGG
WX I N D I C A T O R � 0 0 0 GC'JGGG �
� 0 0 8 C:lGSGC:J � t O 0 0 C:lGSGC:J �
(SPACE)

1 0 8 0 GBGG[:] t. 0 0 0 G[:]13[:][:] r

000 []OEIDB 1o 0 0 []DEIDB

Electronics Panel (P9)

Engine and.
APUFire

Lights/Control

Handles

Engine Overheat

Detector Light

VHF
Communlcanon 0 0 0 0
VHF COMM TFR

Panel
! 1 2 Qb 0!
� ! 1 1 8.3 0!
c ! 1 2 Ub 0! CS::> 1 1 1 8.3 0!

v VHF COMM-3 V
H FREQ SEL
0
H COMM (SPACE)
M
F
0 0
TEST
0 M
F O COMM TEST O
0

AUTC·

! I D 2.S S I
�

vbTESl:tT � N

� �T
0 AGARS CONTROL

(SPACE)
AD AD

DH REF RANGE

D£lJ NAV ��FV

4
:;i<G

0 � M A P 2 0 0 �

A:; ©) PLAN CTR MAP GJ

Dual
1�2
B A T - M A P _

OFF

IDENT O ct O o' O VBEfElI��'ri:j

foIT5io1'B[510101 DI
1-VHF-2-VHF-3 H�F�FLT SVC PA

DUAL H F
@ @ @ @ @ @ @ @
(SPACE)
1 NAV2 1·ADF-2 MKR SPKA 1-NAV-2 1-ADF-2 MKR SPKA

@ @ @ @ @ @ @ @ @ @ @ @

@ ij Ve � @� Ve �

IIC BOOM

SPACE FOR SELCAL

FREQUENCY TEXT

!1200.� 0

-�'" � 9
Stabilizer Trim

FLOOD PANEL Override Control

� �

Electronics Panel (PS)

Electronics Panels - P9 and PB

2-11
 Aft Overhead Panel P5

First Officers

C a p t a i n ' s Station Station

C e n t e r Panel P2

Control Stand

PS

S p a c e and Structural
P r o v i s i o n for S e c o n d
O b s e r v e r ' s Station

Plan View

Flight Compartment Arrangement Two Module Wide Aisle Stand

D i s p l a y b r i g h t n e s s is a u t o m a t i c a l l y
VHF
c o n t r o l l e d i n c o n d i t i o n s of total
Communication
Panel VHF d a r k n e s s to direct s u n l i g h t . At p o w e r
0
...
0
..
.
0

Communication
1 ,20eoi � � I : :a3rn
u p , a test s e q u e n c e is i n i t i a t e d a n d
2:.. t
t
'
I
2... Panel
: I

d i s p l a y e d if a f a i l u r e o c c u r s . The
0 0 0 0
0 0
v a l u e of each exceedance and its

VHF Navigation
d u r a t i o n are stored for l a t e r a c c e s s ,
Panel
o r may be viewed i n real t i m e .
D i g i t a l Audio
Control Panel

Two M o d u l e Wide A i s l e Stand

fEffijj10Td1oofol looiottJTdfOOTI5I
............. · � i\. l 9fC: .. ,........... '�'"' . ...
Di g i tal A u d i o
Control P a n e l
@ @ @ @ @ @ @ @ @ @ @ @ @ @ @ @
Automatic ,..,., ... .., - ...
, 737-300 a i r p l a n e s d e l i v e r e d p r i o r to
Direction @ @ @ @ @ @
m i d - 1 9 8 6 have a two m o d u l e w i d e
Finder

� � ·c � a i s l e s t a n d as s t a n d a r d . A l s o , the

A D F - 2 or H F f l i g h t c r e w seats are i n s t a l l e d o n
I-;;;-;, o Communications
s t r a i g h t tracks instead of J-tracks.
C a b i n Door
Lock Control p .. e... C® �
(Provision)
Vertical adjustment is a c c o m p l i s h e d

._ , _... � 11. r -.ro

by a p a r a l l e l o g r a m a r r a n g e m e n t
Electronic Panel Dual ATC
and Ffloodlight ·�· � ·�· Control a r o u n d fixed p o i n t s .
D i m m i n g Controls
o @ o @ o
S t a b i l i z e r Trim
Control

R u d d e r Trim
Con tro l

Two Module Wide Aisle Stand

2 - 1 2
 Flight Compartment

Captain's Stowed First Officers

Station Position Station

Flight
Position

Center Panel P2

Space and Structural

Provision for Second
Observer's Station
Pf an View

J:,.Tracks

Control Stand PB �

Looking Forward .. Manual Gear Release

Flight Compartment Arrangement Three Module Wide Aisle Stand

Crew Seats Armrests are adjustable and rotate

b e h i n d the seats f o r easy entry

Crew seats are d e s i g n e d for o r exit.

comfort, c o n v e n i e n c e , and

efficiency. The seats recline and are Pilots' seats are e q u i p p e d with an

adjustable i n the vertical and i n e rt i a - r e e l seat harness and

horizontal directions and feature adjustable crotch straps. A stowable

adjustable l u m b a r s u p p o rt , observer's seat is installed forward

s h e e p s k i n seat covers, and an of the flight deck door, and space

a d d i t i o n a l adjustment for t h i g h and structural provisions are

pressure. The seats are i n s t a l l e d on provided for an o p t i o n a l second

J-tracks which allow them to be observer's seat b e h i n d the

moved backward and sideways to captain's seat.

facilitate f l i g h t crew ingress and

egress.

2-13
 Stabilizer
Trim Switches

First Officer's C o l u m n

Flight Control Column

Control Wheels

Low-profile c o n t r o l w h e e l s and

c o l u m n s are i n s t a l l e d i n t h e 737

permitting f u l l functional operation

w i t h o u t v i s u a l obstruction of

instruments o n the lower part of the

instrument panel. I n addition to

h o u s i n g t h u m b operated s w i t c h e s

for primary s t a b i l i z e r t r i m , a u t o p i l o t

d i s c o n n e c t , and oxygen mask o r

boom m i c r o p h o n e s , each control

w h e e l features a c h a rt h o l d e r a n d

checklist.

2-14
 Flight Compartment

Eye Reference
Position

Sliding SideWindows
(Right-Hand and
Left-Hand - R i g h t ­
Hand May Be Opened
FromOutside)

Fixed S i d e
Windows
(Right-Hand
and Left-Hand)

Eyebrow Windows

Flight Compartment Windows and Visibility

F l i g h t Compartment Windows and HEATED W I N D O W S VISIBILITY

Visibility

The fixed f r o n t , s l i d i n g s i d e , and O p t i m u m v i s i b i l i t y is obtained by

W I N D S H I E L D WIPERS AND RAIN eyebrow windows are electrically moving the pilot's seat so that the

REPELLENT heated by a conductive f i l m top of the EADI is just i n view below

sandwiched between the vinyl and the g l a r e s h i e l d a n d , at the same

Large area w i n d s h i e l d wipers and glass w i n d o w layers. These heated t i m e , a s l i g h t a m o u n t of the aircraft

use of the Boeing developed rain windows prevent ice and fog b u i l d u p nose structure is v i s i b l e above the

repellent provide good v i s i b i l i t y and improve the impact strength i n forward lower window s i l l .

d u r i n g heavy rain c o n d i t i o n s . A case of bird strike. Proportional-type

s i n g l e rain repellent reservoir is controllers for each heated w i n d o w

used. provide power as required to

maintain the desired temperature.

The window h e a t i n g system is f u l l y

automatic after activation of the on­

off switches, located on the

overhead p a n e l .

2-15
 Structures

Features COMPOSITE USAGE • Fuselage

BASIC STRUCTURAL Substantial amounts of composite • Wing

DESCRIPTION material are used as a lightweight

replacement for aluminum. • Stabilizers

The 737 is a all metal low wing

monoplane with full cantilever wing BASIC STRUCTURAL • Corrosion Prevention

and tail surfaces, semi-monocoque DIFFERENCES

• Gross Weight Ca pab i l i ty
fuselage and fully retractable

landing gear Two power plants are The 737-300 is the same basic

located under the wings on design as the 737-200, with a body

short struts. stretch of 104 inches, a wing tip

extension of 1 4 inches, a horizontal

DESIGN PHILOSOPHY tail extension of 36 inches, a larger

dorsal fin, and strengthened

Redundant structural load paths stabilizer and Krueger flaps.

and scheduled aircraft structural

inspections are the basis for the fail­ The 737-400, relative to the 737-

safe design philosophy 300, has body stretch of 120 inches,

Fatigue testing, monitoring of high­ two additional overwing exits, tail

time airplanes and continuing skid, and strengthened landing gear.

Boeing/airline coordination The high gross weight version is

complete this design philosophy strengthened in the keel beam,

overwing body, landing gear, wing,

HIGH-FATIGUE DESIGN LIFE and leading edge slats and flaps.

The airplane structure has a design The 737-500 uses the 737-300 basic

life goal of twenty years or more structure with a 94-inch shorter body

in service. and a revised forward and aft wing­

body fairing.
CORROSION PREVENTION

Extensive corrosion prevention,

continually updated to reflect the

latest technology and in-service

experience, ensures a structurally

superior airplane.

3-1
 Fwd Service

Door

E/E Access Door

Nose Wheel Well

Lower Lobe

Upper Lobe

Frame

(Typical)
Plan view

Sect 41 Sect 43 Sect 46 Sect 48

Aft

Pressure
Emergency Exit Left and Right Bulkhead

Fwd Entry Door (Two Each Side on 737-400)

APU

Exhaust
Radome

Left side view

Fuselage (737-300 shown)

Fuselage FUSELAGE SECTIONS Section 46 c o n t a i n s the c e n t e r a n d

aft p o rt i o n s of the p a s s e n g e r c a b i n

The f u s e l a g e i s a p r e s s u r i z e d s e m i ­ Section 4 1 , forward, c o n t a i n s t h e w i t h w i n d o w s between the f r a m e s ,

m o n o c o q u e structure formed from radar a n t e n n a b e h i n d a f i b e r g l a s s ­ two o v e rw i n g escape hatches a n d

circumferential frames, l o n g i t u d i n a l h o n e y c o m b f a i r i n g , h i n g e d at the aft entry and g a l l e y d o o r s . T h e 737-

s t r i n g e r s a n d s k i n with d o u b l e r s , t o p . Aft of the p r e s s u r e b u l k h e a d , 400 has f o u r overwing escape

w h i c h act as tear s t o p p e r s . P r e s s u r e above the floor, are the f l i g h t h a t c h e s . The space below the f l o o r

b u l k h e a d s at the forward and aft c o m p a rt m e n t a n d forward entry a n d i n c l u d e s the w i n g center section

e n d s of the f u s e l a g e form a p r e s s u r e g a l l e y d o o r s . Below the f l o o r are the (fuel t a n k ) , a i r - c o n d i t i o n i n g b a y s ,

v e s s e l . The f u s e l a g e is d i v i d e d nose g e a r w h e e l w e l l , forward w h e e l w e l l , h y d r a u l i c bay a n d aft

h o r i z o n t a l l y by the floor, w h i c h is a i r s t a i r (when i n s t a l l e d ) and its door, cargo c o m p a rt m e n t with a d o o r o n

b u i l t up from b e a m s a n d p a n e l s . a n d the e l e c t r o n i c e q u i p m e n t bay. t h e r i g h t s i d e . T h i s section

T h i s section has two lower access t e r m i n a t e s at the aft p r e s s u r e

The p r i m a ry m a t e r i a l s are 2024 doors. bulkhead.
and 7075 a l u m i n u m a l l o y s . The

f l o o r p a n e l s are f i b e r g l a s s faced Section 43 c o n t a i n s the p a s s e n g e r S e c t i o n 48 c o n t a i n s the a u x i l i a r y

honeycomb. c a b i n , with w i n d o w s between t h e power u n i t ( A P U ) a n d h o r i z o n t a l

f r a m e s , a n d the forward cargo s t a b i l i z e r t r u s s . Access to t h i s s e c ­

c o m p a rt m e n t , w i t h a d o o r on the t i o n is t h r o u g h a d o o r o n t h e left

right s i d e . s i d e , aft of w h i c h i s the A P U access

door and A P U exhaust. T i t a n i u m is

u s e d o n the v i c i n i t y of the A P U

exhaust.

3-2
 Structures

Side of
Vortex Control
Fuselage
Device (VCD)
I

Leading-Edge
Note:
Flap I

Lett Wing Major Features

(Right Wing Similar)

Front Spar

Spanwise

Beam

Rear Spar

,�------..---'----!\. � Landing Gear Doors

Inboard Flap

Wing

Wing Access p a n e l s are provided i n the

bottom s k i n for access to the w i n g

Basic w i n g structure consists of left, box a n d f u e l tanks. Access p a n e l s

center, and right w i n g boxes. These for the fuel boost p u m p s permit

are b u i l t up from front spar, rear removal and replacement without

spar, r i b s , and top and bottom s k i n s e m p t y i n g the fuel tanks.

and stringers. The materials in the

w i n g are a l u m i n u m alloys used as

f o l l o w s : the spars are fabricated

from 2224, 2324, and 7050; the ribs

2024 and 7 1 5 0 ; u p p e r surfaces

7 1 5 0 and lower surfaces 2324. The

slats, inboard and outboard t r a i l i n g ­

edge f l a p s , and spoilers are

fabricated from the same alloys as

the w i n g for s i m i l a r parts. The

l e a d i n g edge (Krueger) flaps are

castings made from A356 a l u m i n u m .

3-3
 Center Section
Truss Structure

Removable
Leading Edge

Balance
Weights

Horizontal

Fuselage Attach Points

Vertical

Horizonta/Nertical Stabilizer

Stabilizers

The h o r i z o n t a l s t a b i l i z e r consists of

front spar, rear spar, r i b s , s k i n s , and

center section t r u s s that forms a

structural b e a m . The v e rt i c a l

s t a b i l i z e r , c o n s i s t i n g of a front spar,

rear spar, ribs and s k i n s , also forms

a structural beam. The structure aft

of t h e rear s p a r consists of ribs that

incorporate h i n g e b e a r i n g s for the

elevator o r the r u d d e r . Access

p a n e l s are provided i n t h e s k i n s .

The stabilizers are constructed

p r i m a r i l y from 2024 a l u m i n u m alloy.

The horizontal s t a b i l i z e r center

truss is made p r i m a r i l y from 7050

a l u m i n u m alloy.

3-4
 Struc tures

Redesigned Nose

• Fiberglass or Graphite-Kevlar;.;Fiberglass

Fiberglass-Graphite Exterior

Exterior E n g i n e Fan Cowl

Radome Fan Cowl Support Forward Fairings

Nose Gear Door Thrust R e v e r s e r Outer Sleeve
Main Landing Gear Strut Door
Thrust Reverser Strut F a i r i n g s .
Nacelle Strut O v e rw i n g F a i r i n g s
Vertical S t a b i l i z e r Fixed Trailing
Fl�p Track Fairings
Edge Panels
Wing/body Fairings

Fixed Trailing Edge Panels

Kevlar
Win�tip Leading Edge Panels
Vert1qal Stabilizer Tip Fairings Interior

Dorsal Stowage Bins

�Graphite
TaHcone Laminate A/C Ducts
Exterior Interior
Interior
M i s c . Honeycomb SandwichPanels
Ailerons Carpet Hiser
Stowage Bin Doors
Rudder (typical)

Elevator

Composites Application

Corrosion Prevention Lower F u s e l a g e

• Fay seal structure contacting

The f o l l o w i n g major corrosion
skin.
prevention features are
• Two coats p r i m e , one coat
incorporated to reduce c o r r o s i o n :
e n a m e l and o n e coat C I C .

Fuselage • I n t e g r a l machined s k i n s below

• Fay and f i l l e t seal body lap j o i n t . cargo floor (no b o n d i n g ) .

• Two coats of p r i m e r and o n e coat

Wheel W e l l s
of corrosion i n h i b i t i n g c o m p o u n d
• Fay seal a l l structure.
(CIC).

• Two coats p r i m e , one coat

Wings enamel and one coat C I C .

• Fay seal stiffeners, s k i n and

Lavatories
webs to spar c h o r d s .

• Lavatory f l o o r pan has d a m s to

• Fay and f i l l e t seal and two coats
contain leaks or s p i l l s .
of p r i m e r and one coat C I C on

front and rear spars. • Corrosion resistant heat

treatment of floor beams.

Empennage
• M o d u l a r lavatories.

• Fay seal stiffeners, s k i n and web

to spar c h o r d s .

• Two coats p r i m e r .

3-5
 E l e c t r i c a l Power

Features BATTERY FOR STANDBY DC AND • B u s Transfer System

INVERTER FOR A C STANDBY

THREE ELECTRICAL POWER • V S C F Generator Converter

GENERATORS Unit

Upon failure of normal power, the

Two of the generators are engine airplane battery is automatically • AC Power

driven and one is APU driven. switched into service to provide

• DC Power
power to essential systems for a
AUXILIARY POWER UNIT (APU)
minimum of thirty minutes.
• Standby Power

The APU makes the airplane self­

BUILT-IN TEST AND
• G r o u n d Power
sufficient by providing on ground
TROUBLESHOOTING
electrical power and in flight backup.
• Protection
The onboard power system
AUTOMATIC BUS TRANSFER
annunciator and test modules
• Power Distribution
SYSTEM
ease electrical malfunction

troubleshooting. • Electrical Equipment Racks

This system increases electrical

power reliability and reduces the

• Wiring
pilot workload.

• Equipment C o o l i n g
ACCESSIBLE ELECTRICAL

EQUIPMENT RACKS
• Electrical System B IT E

Consistent with the 737 eye-level

• Controls and Indicators
maintenance philosophy, all

electronic racks are easily reached

from the ground through an access

door in the bottom of the fuselage.

4-1
 Q..Lll lU:.D

1.__'--����---·'--��������-1

� EPC 1 External Power Tie-Bus � E�C

0 ,,,� 0

::-E
- G
- B
.....-
� � !t°-----�
_.::i APU Tie-Bus

�__..__��������--�- o �1�--

flex AC B u s ;:>

Bus

Protection

Panel

Fueling

Control

Elex DC Bus

::::a Bat.
Bus Auto

Electrical Power System

The electrical power system B u s Transfer System overload. T h i s c i r c u i t w i l l trip t h e

operates i n the f o l l o w i n g m a n n e r . g a l l e y s off to prevent b u s o v e r l o a d . If

I n c r e a s e d electrical power r e l i a b i l i t y b u s power r e m a i n s i n an overload o r

• A constant speed drive ( C S D )
i s provided by an automatic b u s ­ poor q u a l i t y c o n d i t i o n , the g e n e r a t o r
and generator are d r i v e n by each
transfer s y s t e m . The electrical power c o n t r o l u n i t w i l l trip the g e n e r a t o r
e n g i n e to provide 1 1 5 volts,
d i s t r i b u t i o n system is n o n ­ breaker o p e n . These a u t o m a t i c
4 0 0 H z , three phase AC power.
p a r a l l e l i n g , with each of the two features a l l o w m i n i m a l p i l o t load
Each CSD/generator system can
systems made u p of a generator surveillance.
s u p p l y 50 KVA.
b u s , a m a i n b u s , and a transfer
• An o p t i o n a l variable speed
b u s . The generator b u s e s and V S C F Generator Converter U n i t
constant f r e q u e n c y ( V S C F )
m a i n b u s e s s u p p l y the heavy and
g e n e r a t o r w i l l also s u p p l y 5 0
n o n - e s s e n t i a l electrical l o a d s , An e n g i n e g e a r box o u t p u t drives an
KVA. F l i g h t c o m p a rt m e n t
respectively. The transfer b u s e s electrical generator i n t e r n a l t o t h e
i n d i c a t i o n w i l l be s i m i l a r for C S D
s u p p l y t h e e s s e n t i a l l o a d s . If a V S C F u n i t at a v a r i a b l e s p e e d . T h e
or VSCF.
generator t r i p s off t h e b u s i n f l i g h t v a r i a b l e frequency o u t p u t of the

• Transformer/rectifier (T/R) d u e to a f a u l t , the generator b u s a n d generator is e l e c t r o n i c a l l y c o n v e rt e d

u n i t s provide 28 volt de p o w e r m a i n b u s w i l l be lost, but the transfer to a constant 400 Hz f r e q u e n c y

by c o n v e rt i n g 11 5 volt ac to 28 bus w i l l automatically transfer to the V S C F u n i t output.

volt de. o p e r a t i n g generator.

• A t h i r d generator, driven at a
T h i s b u s transfer c a p a b i l i t y a l l o w s
constant speed by the a u x i l i a r y
c o n t i n u a t i o n of n o r m a l f l i g h t
power u n i t ( A P U ) , is a v a i l a b l e for
o p e r a t i o n s u n t i l the pilot can correct
g r o u n d o r f l i g h t u s e . The A P U
the p r o b l e m o r start the A P U to take
g e n e r a t o r can s u p p l y 60 KVA for
over the total load of the inoperative
g r o u n d operation and 50 KVA for
system. An automatic g a l l e y load
flight operation.
s h e d d i n g c i r c u i t prevents c i r c u i t

4-2

VSCF
Benefits of 737 V S C F :
• Weight r e d u c t i o n , conversion
efficiency increase and reduced
c o o l i n g requirements that result
in fuel b u r n s a v i n g s .
• Potential rating growth.
• Reduced e n g i n e drag t o r q u e and
start t i m e s .
• Improved frequency a n d voltage
t r a n s i e n t response to load
application.
• Open phase protection and
reduced trip t i m e for
undervoltage protection.
Power Distribution ·
AC Power
Output from each generator is
routed to an i n d i v i d u a l load bus
system. A P U or external (ac) power
is available to both b u s e s w h e n the
a i r p l a n e is o n the g r o u n d . I n f l i g h t ,
the A P U can s u p p l y power to either
N o . 1 or N o . 2 a c bus (but not both)
by use of the appropriate A P U
generator switch.
E l e c t r i c a l Power
D C Power
The 28 volt de system consists of:
• Three 50 amp
transformer/rectifier (T/R) u n i t s .
• A 36 a m p h o u r o r 40 amp h o u r
battery. A l s o , there is an optional
d u a l battery system.
• A battery c h a r g e r p l u s the
associated de b u s e s .
The T/R units convert 1 1 5 volt ac to
28 volt de, and are identified as
T/R's 1 , 2 and 3. U n d e r normal
c o n d i t i o n s , T/R 1 a n d 2 provide
power to de bus 1 and 2 i n p a r a l l e l ,
w h i l e T/R 3 is a backup for e i t h e r
o n e . T/R 3's m a i n function is to
power the battery b u s .
4-3
 r - - - - ,

( 28V DC N o . 1 Bus )- N o r m
• I . ( Standby DC Bus
)
Alt
1 ---
---
I
1 1 5 V AC N o . 1
Transfer Bus
Norm
I ·( Standby AC Bus
)
/
I
/

: /

Alt ---- Standby Bus

I Control
r - - - - - - ,
I R328 R37

I � �
------11 ��,ng� I
Standby
I Bat. Auto
Inverter STANDBY P O W E R

Power
L f - -t- .J

BAT. OFF AUTO

Battery Bus
L - - - - - ·- .J
Forward Overhead Panel

Standby Power Distribution

Standby Power The f o l l o w i n g e q u i p m e n t i s powered • L a n d i n g gear i n d i c a t i o n .

by the standby system:

• F l i g h t deck standby l i g h t i n g dome
The battery is the standby source of
• M a n u a l c a b i n p r e s s u r e control ( 2 ) , m a i n panel and control stand
power. If a l l generators s h o u l d
f l o o d s , standby i n s t r u m e n t s .
• A i r - c o n d i t i o n i n g packs ( c o n t i n u e
become inoperative, the standby
to operate, but at fixed o u t p u t ) . • A i r p l a n e position l i g h t s ( B a t . ) .
system automatically s u p p l i e s ac

and de power to essential f u n c t i o n s . • V H F c o m m u n i c a t i o n radio N o . 1 . • Automatic direction f i n d e r ( A D F )

No. 1 .
• The standby de b u s is powered • F l i g h t and service i n t e r p h o n e .

by the battery, w h i l e the ac • V H F nav. N o . 1 .

• P a s s e n g e r address system.

requirements are met by the • I n e rt i a l reference system N o . 1 .

• Electrical system controls and
static inverter, w h i c h converts 28-
indications. • Radio magnetic indicator.
volt de to 1 1 5 - v o l t ac power.
• Fire o r overheat detection, • Standby attitude.
• F u l l y - c h a r g e d battery has
i n d i c a t i o n and e x t i n g u i s h i n g .
• Standby a i r s p e e d and altimeter.
s u ff i c i e n t capacity to provide
• Stall w a r n i n g - c a p t a i n ' s stick
power for a m i n i m u m of t h i rt y • Clocks ( 2 ) .
shaker.
m i n u t e s . An o p t i o n a l d u a l battery • D i g i t a l to analog adapter N o . 1 .

system w i l l extend t h i s to a • F u e l crossfeed valve control and

• Passenger a n d crew oxygen
m i n i m u m of 40 m i n u t e s . indication.
system, controls and i n d i c a t i o n s .

• Standby power switch is provided • F u e l quantity i n d i c a t i o n s .

• A u x i l i a r y power u n i t ( A P U )
to m a n u a l l y transfer the e s s e n t i a l • Engine-driven hydraulic pump
c o n t r o l s and i n d i c a t i o n s .
systems to the battery o r to control and i n d i c a t i o n .

isolate the ac and de standby

• E n g i n e a n t i - i c e control a n d
buses.
indication.

• Master caution a n n u n c i a t i o n s .

• Antiskid (inboard wheels).

4-4
 E l e c t r i c a l Power

Bus Protection
Power System Test Module Panel ( B P P )

Generator Control
Units ( 1 , 2, APU) (GCU)

P 1 8 Panel

Generator

Breaker 2

External

Power Contactor 1

External

Power Contactor 2

Nose Wheel Well

Electronic EqUipment
OompartrnentAccess .• Door

Electrical Power Components

Standby System Continued : related s e rv i c i n g circuits and the

battery charger.
E n g i n e i g n i t i o n ( r i g h t i g n i t e r on each

engine). Protection

Engine indication-N1 EGT, N 2 , F F Protective c i r c u i t ry and interlocks

/ ....

and discrete system l i g h t s with E I S ) . prevent p a r a l l e l i n g the external

EXTERNAL
@
@ POWER INTERPHONE @
power, o r A P U , with the e n g i n e
Reverse thrust control and
@ @
0 CONN
FLIGHT SERVICE indication.
generators. Airplane systems are

protected from external power and

@ @ NOSE
onboard power problems resulting
WHEELWELL
PILOT E n g i n e starting control and
O N (®J from undervoltage, overvoltage, and
C) (e)
NORM@
indication.
phase reversal. Onboard power
CALL
NOT
@ LIGHT
@
IN USE
m o n i t o r i n g has a d d i t i o n a l over and
Ground Power
u n d e r frequency protection, and over

/@ @" c u r r e n t and differential current

The A P U generator provides the

» @ � ....
most convenient power source for

g r o u n d operation. I n a d d i t i o n ,
protection.

external 1 1 5 / 2 0 0 volt, three-phase,

,&'_@_�-
400Hz AC power may be connected
\.@ @
�
t h r o u g h a receptacle o n the right­

hand side above the nose gear

w h e e l w e l l . A switch on the pilots'

overhead panel connects t h i s power

to the a i r p l a n e system. Another

switch on the forward attendant's

panel connects this power to cabin

4-5
 APU Starter/

APU Power

Leader

Wire Raceways

Power Distribution Electronic E q u i p m e n t Racks Wiring

T h r e e - p h a s e feeder cables c o n n e c t E l e c t r o n i c and Electrical e q u i p m e n t Wire b u n d l e s , coded for q u i c k

the generators o r external power to is mounted on racks i n the e l e c t r o n i c identification to w i r i n g d i a g r a m s a n d

the d i s t r i b u t i o n system contactors. e q u i p m e n t bay b e l o w the c a b i n f l o o r d r a w i n g s , are i n s t a l l e d i n raceways

These contactors are located to the j u s t aft of the n o se gear wheel w e l l . that run the l e n g t h of the a i r p l a n e .

right of the nose gear wheel well and T h i s c o m p a rt m e n t is e a s i l y reached These raceways are d e s i g n e d to

i n t h e m a i n load control c e n t e r P6 from the g r o u n d t h r o u g h the access m i n i m i z e radio i n t e rf e r e n c e , reduce

panel on the r i g h t ha nd aft b u l k h e a d door i n the lower body. wire s p l i c e s , and a l l o w for w i r e

i n the f l i g h t c o m p a rt m e n t . Power for b u n d l e removal and r e p l a c e m e n t .

the g a l l e y s and other large loads is G e n e r a l p u r p o s e n o n - w i c k i n g w ire

fed directly from the generator offers excellent resistance to f l u i d s .

b u s e s , w h i l e s m a l l e r loads are S pe c i a l wi re and connectors are

s u p p l i e d t h r o u g h the m a i n a n d used where r e q u i r e d . ( F o r e x a m p l e ,

transfer b u s e s . connectors i n t h e e n g i n e areas are

resistant to h y d r a u l i c f l u i d and

C i r c u i t breakers f o r system loads are e n g i n e o i l . ) The service life of t h e

on p a n e l s P6 and P 1 8 ( P 1 8 is e n g i n e w i r i n g h a r nes s has b ee n

located o n the left h a n d s i d e of the greatly extended through the u s e of

aft b u l k h e a d i n t h e f l i g h t d e c k ) . De Teflon i n s u l a t e d wi r e that is both f l u i d

power feeds from the T/R u n i t s to the and a b r a s i o n resistant.

de b u s e s , a l so located i n p a n e l s P6

and P 1 8 , where d i s t r i b u t i o n is made

to t h e v a r i o u s l o a d s .

4-6
 E l e c t r i c a l Power

DC B U S P W R ON

!No 1 N0.2 TR3 FF FF FF

POWER S Y S T E M TEST

00
EXT PWR
000000 F G

TR BATT HV LV HV LV HV LV
,....... H
�,-B

000000000 AC Bus
G) I \ <, � ....._ I
Indication
-- -- © - - Lights C 8
I \

OE r�-@-..,.,,.......©,u@@w@@
3 Z G)

INDICATE I N0.1 N0.2 TRANS TRANS SVC STBY

, c , @ @ @ @ @

Shield
� '�==========��===�
..____T
_ E
s_T__ ,'(l

O P E N S H I E L D TO V I E W

AC BUS INDICATOR L I G H T S

Annunciator Module Power System Test Module

Equipment C o o l i n g th i s s i t u a t i o n , and the p i l o t can then electrical system. The f l i g h t

switch to the alternate blower. c o m p a rt m e n t i n d i c a t o r s , located on

Electronic e q u i p m e n t is cooled by a the forward overhead panel ( P S ) ,

blower/duct system. An AC powered Electrical System BITE may be used to measure the

blower exhausts warm a i r from the selected voltage or frequency. An

e q u i p m e n t racks i n the lower A c o n v e n i e n t b u i l t - i n electrical a l p h a n u m e r i c code, used to select

electronic e q u i p m e n t bay and from checkout system is provided. An the point to be m e a s u r e d , is found in

the P6 c i r c u i t breaker p a n e l area i n a n n u n c i a t o r m o d u l e and a power the M a i n t e n a n c e and W i r i n g

the f l i g h t c o m p a rt m e n t . This blower system test m o d u l e may be used to D i ag r a m M a n u a l s .

operates any time there is power to locate the cause of electrical

the 1 1 5 volt ac b u s . When the m a l f u n c t i o n s . These m o d u l e s are

a i r p l a n e is on the g r o u n d , o r w h en located i n the P6 p a n e l o n t h e r i g h t

cabin differential pressure is less s i d e of the entry passage to the f l i g h t

than 1 . 2 5 p s i , the heated a i r is c o m p a rt m e n t . De and ac b u s

exhausted t hr o u g h an indication l i g h t s o n the a n n u n c i a t o r

aerodynamically operated flow panel show w h i c h buses are

control valve. As pressure increases powered, w h i l e f o u r generator

above 1 . 5 p s i , the increased flow malfunction lights feeder fault ( F F ) ,

t h r o u g h the valve closes it. The a i r is m a n u a l trip ( M T ) , h i g h voltage ( H V )

then diffused up around the forward and low voltage (LV) provide

cargo c o m p a rt m e n t , for heating information on the cause of the

purposes. malfunction.

An alternate blower, i n the same The power system test m o d u l e

duct, is available if the p r i m a ry permits reading DC voltage, ac

blower is inoperative. An amber l i g h t voltage, ac frequency and generator

on the overhead p a n e l shows OFF i n current at selected test points i n the

4-7
 DC Ammeter

Frequency
Meter

DC Voltmeter AC Voltmeter

DC Meter

Selector
AC Meter

Selector

g;;�:3

s;�;�TEST
PS Forward Overhead Panel
Battery Switch
OFF

Residual
BAT
Volts Switch

ON
O

- D C -

Galley Power
Switch

Forward Overhead Panel P S - 1 3

Controls and Indicators BATTERY S W I T C H (BAT) AC V O L T M E T E R

Electrical power controls on t h e (Guarded in ON) I n d i c a t e s ( 1 3 0 - v o l t scale) voltage of

forward overhead p a n e l P S - 1 3 the s o u r c e selected. W h e n the

• ON-With m a i n b u s N o . 2
consist of the f o l l o w i n g : r e s i d u a l volts switch is p u s h e d , the
e n e r g i z e d , T/R 3 f u r n i s h e s power
30 volt scale reads r e s i d u a l voltage
to the battery b u s . I f main b u s
DC A M M E T E R of the selected generator.
N o . 2 is of, the hot battery b u s

powers the battery b u s .

Indicates current from source AC M E T E R S E L E C T O R

selected by the de meter selector for • OFF-No power to battery bus

T/R 1 , 2 , 3, and BAT. u n l e s s the STANDBY P O W E R Selects the ac source for ac

switch ( P S - 5 ) is i n the BAT voltmeter and frequency meter ·

DC VOLTMETER position. indications.

Indicates voltage of source selected FREQUENCY METER TEST-Used by m a i n t e n a n c e .

by the de meter selector ( a l l C o n n e c t s the voltmeter a n d

positions). Indicates frequency of the source

frequency meter to the power
selected by the ac meter selector.
systems test m o d u l e for s e l e c t i o n of
DC M E T E R S E L E C T O R
a d d i t i o n a l reading points.
R E S I D U A L VOLTS SWITCH

Selects the de source for the de

voltmeter and ammeter i n d i c a t i o n s . P u s h to read the r e s i d u a l voltage of

the selected g e n e r a t o r (with

TEST-Used by m a i n t e n a n c e . associated generator control relay

Connects the voltmeter to the power tripped).

system test module for s e l e c t i o n of

a d d i t i o n a l reading p o i n t s .

4-8
 E l e c t r i c a l Power

Standby Power Electrical Standby

Off Light Power Switch

Generator Drive Low

Generator Drive Low
Oil Pressure Light *
Oil Pressure Light *

Generator Drive Low

Oil Temperature Light

Generator Drive High

Oil Temperature Light

Generator Drive
Disconnect Switch

Generator Drive
Disconnect Switch

PS Forward Overhead Panel

Generator Drive
Temperature Switch

Note:

Generator Drive
* For VSCF Systems,
Oil Temperature
Indicator Light Displays " Drive "
Indicators

Forward Overhead Panel P5-5

GALLEY P O W E R SWITCH GENERATOR D R I V E H I G H O I L E L E C T R I C A L STANDBY P O W E R

TEMPERATURE LIGHTS SWITCH

ON-Provides electrical power to

galleys when both generator buses I l l u m i n a t e d amber w h e n N o . 1 or 2 (Guarded i n AUTO)

are e n e r g i z e d . C S D or VSCF u n i t o i l temperature

• AUTO-Normal operation switch
exceeds l i m i t s .
p o s i t i o n . With loss of all ac power
The controls located on the forward
i n the air, the battery is
overhead panel PS-5 consist of the GENERATOR D R I V E O I L
automatically connected to
following: TEMPERATURE INDICATORS
s u p p l y de standby bus power for

STANDBY P O W E R O F F L I G H T
I l l u m i n a t e d a m b e r when standby ac
bus is not powered.
essential de e q u i p m e n t and to
N o . 1 o r 2 R I S E scale d i s p l a y s the
the i n ve rte r to s u p p l y ac standby
temperature rise w i t h i n the CSD or
bus power for e s s e n t i a l ac
VSCF unit.
e q u i p m e n t . To prevent
unnecessary battery d r a i n , the
I N scale-Displays temperature of

G E N E R A T O R D R I V E LOW O I L standby buses are not

the o i l entering the C S D o r V S CF

PRESSURE LIGHT automatically powered by the

unit.
battery on the g r o u n d .

I l l u m i n a t e d amber wh e n N o . 1
CSD o r VSCF u n i t o i l pressure is
below m i n i m u m operating l i m i t .
or 2
• OFF-Turns off power to standby
power buses.
• BAT-Battery s u p p l i e s power to

the battery b u s , the de standby

b u s , and t u r n s on the inverter to

s u p p l y t h e ac standby b u s .

4-9
 Generator
Bus Transfer
Ammeter
Switch

APU Generator

Off Bus Light

Transfer

Bus Off Light

Transfer Bus Off

Light
Bus Off Light

Bus Off Light

Generator

Off Bus Light

Generator Off
Engine Bus Light
Generator Switch

Engine Generator
Switch

PS Forward Overhead Panel

APU Generator Switches

Forward Overhead Panel PS-4

GENERATOR D R I V E TRANSFER BUS OFF LIGHTS GENERATOR SWITCHES

DISCONNECT SWITCHES

I l l u m i n a t e s a m b e r w h e n the transfer For No. 1 o r 2 generator, three-­

( G u a r d e d in connected p o s i t i o n . ) b u s is not powered by e i t h e r p o s i t i o n s w i t c h , momentary on-off

generator bus N o . 1 o r 2 . a n d s p r i n g - l o a d e d to center,

Disconnects V S C F N o . 1 o r N o . 2 neutral p o s i t i o n .

electrically, o r C S D N o . 1 o r N o . 2 B U S OFF LIGHTS

• ON-Disconnects either external
mechanically.
power o r A P U g e n e r a t o r a n d
I l l u m i n a t e d a m b e r w h e n the
connects e n g i n e g e n e r a t o r to
GENERATOR D R I V E generator b u s is not powered by
generator b u s .
T E M P E R A T U R E SWITCH e i t h e r the e n g i n e o r A P U generator

o r external power ( n o generator • OFF-Disconnects generator

Selects V S C F o r C S D o i l breakers o r external power from g e n e r a t o r b u s .

temperature d i s p l a y e d on i n d i c a t o r s contactors are c l o s e d ) .

( I N or R I S E ) .

GENERATOR OFF BUS LIGHTS

The controls located on the forward

overhead p a n e l PS-4 c o n s i s t of the I l l u m i n a t e d b l u e when the generator

following: is not s u p p l y i n g the generator b u s

( g e n e r a t o r is off the b u s ) .

G R O U N D P O W E R AVAILABLE

LIGHT APU GENERATOR OFF BUS

LIGHT

I l l u m i n a t e d b l u e w h e n g r o u n d power

is c o n n e c t e d . I l l u m i n a t e d b l u e w h e n the A P U i s

r u n n i n g but the generator is not

s u p p l y i n g a generator b u s .

4-10
 E l e c t r i c a l Power

Generator Ammeters
and Bus Switching
Panel (P5-4)

Generator

Control Unit
No. 1 (P6)

CSD/
CSD/
Generator
Generator
No. 2 or
N o . 1 or
VSCF
VSCF

Engine Generator

Breaker No. 1

A C Generator

APU GENERATOR BUS GENERATOR AC A M M E T E R B U S TRANSFER SWITCH

SWITCHES

Displays e n g i n e generator N o . 1 o r 2 ( G u a r d e d i n AUTO)

Three-position switch, momentary load i n amperes.

• AUTO- Transfer bus
on off and s p r i n g - l o a d e d to center.
automatically transfers to
G R O U N D POWER SWITCH
• ON-Connects APU generator to opposite generator power source

No. 1 (or 2) generator b u s . if one generator b u s becomes

Three-position switch, momentary
inoperative.
• OFF-Disconnects A P U on off and spring loaded to center,

generator from N o . 1 (or 2) neutral p o s i t i o n . • OFF-Isolates de systems (de­

generator b u s . energizes T/R 3 disconnect relay)

• O N - I f g r o u n d power is a v a i l a b l e ,
and deactivates automatic ac b u s
• The A P U can power both the e n g i n e or A P U generators
transfer feature.
generator b u s e s on the g r o u n d . are tripped off generator buses

I n t h e air, o n l y one bus can be and g r o u n d power is s u p p l i e d to

powered by the A P U generator. the generator b u s e s .

• OFF-Ground power tripped

off generator b u s e s .

4-11
 F u e l System

Features ENGINE FUEL FLOW WITH F u e l System Overview

BOOST PUMPS NOT OPERATING • Fueling

LARGE FUEL CAPACITY

With boost p u m p s not o p e r a t i n g , • Tank Vent System

Main wing tanks and a center­ e n g i n e driven mechanical fuel

section tank enable the 737 to carry p u m p s draw f u e l t h r o u g h flapper­ • E n g i n e and A P U Fuel Feed

5 , 3 1 1 U.S. gallons (20 104 liters) of type bypass valves.

fuel. Optional body fuel capacity is • Water Scavenge (Option)

available in either one or two tank FUEL TANK COMPONENT

• Defueling
modules, resulting in 500 or 984 REPLACEMENT WITHOUT

U.S. gallons (1890 or 3725 liters) DEFUELING

• G r o u n d Transfer
additional fuel.

Boost pumps, sump valve primary

• Fuel Quantity Indicating
SINGLE-POINT UNDERWING seal, and fuel measurement sticks
System
FUELING STATION may be removed through the lower

wing surface or the front and rear

Allows 300 gallons ( 1 1 3 0 liters) per spars without draining the fuel tanks.

minute pressure fueling at outboard

right hand wing leading edge. NO JETTISON SYSTEM

REQUIRED

OVERWING FUELING CAPABILITY

The airplane is designed for a limited

Main wing tanks can be gravity filled number of landings with weights

from overwing ports. Ground above the maximum landing weight;

transfer capability is then used to therefore, a fuel jettison system is

fill the centersection tank. not required.

ACCURATE FUEL QUANTITY

SYSTEM

A total of twenty-six internally

mounted capacitance type tank

probes and three compensator

probes are spaced throughout the

fuel system.

GROUND TRANSFER ANO

DEFUELING

The aircraft's ac powered boost

pumps can be used to transfer fuel

or to defuel the airplane. Electrical

power can be supplied by the

auxiliary power unit (APU) or an

external power source.

5-1
 Note:

Total v o l u m e = 5311 U . S . Gallons

( 2 0 1 0 4 Liters)

Vent Surge Tank

Main Tank 2

1 4 9 9 U . S . Gal

(5674 Liters)

Fuel Tank Arrangement

Fuel System Overview E i t h e r e n g i n e can be s u p p l i e d from Most f u e l system c o m p o n e n t s are

any t a n k . Boost p u m p bypass located w i t h i n the t a n k s ; however,

The f u e l system consists of three valves are located i n tanks 1 and 2 . i n d i v i d u a l u n i t s , s u c h as boost

f u e l t a n k s , boost p u m p s , c h e c k I n case of electrical power f a i l u r e , p u m p s , s u m p valve primary s e a l ,

valves, shutoff valves, f u e l l i n e s a n d the e n g i n e - d r i v e n m e c h a n i c a l f u e l a n d fuel m e a s u r i n g s t i c k s , may be

other components necessary to p u m p s w i l l draw f u e l t h r o u g h flapper­ removed without d r a i n i n g the t a n k s .

m a i n t a i n an adequate fuel s u p p l y type bypass valves to provide Shutoff valves may be removed with

system. Integral with the w i n g u n i n t e r r u p t e d fuel flow to p a rt i a l d r a i n i n g of the t a n k s .

structure, the f u e l tanks are formed the e n g i n e s u p to an a l t i t u d e of

by the sealed i n t e r s p a r structure of 2 5 , 0 0 0 feet. T h e a u x i l i a ry power u n i t ( A P U ) is

the w i n g . Each of the three tanks n o r m a l l y s u p p l i e d by t a n k 1 . T h i s

contains two identical ac powered Boost p u m p i n l e t s are positioned to f u e l l i n e is a s h r o u d e d hose routed

boost p u m p s . provide m a x i m u m u s a b l e f u e l a n d t h r o u g h the floor beams i n s i d e the

avoid a i r i n g e s t i o n t h r o u g h o u t the pressurized c a b i n . The l i n e c o n s i s t s

range of f l i g h t attitudes. I n a d d i t i o n , of a r i g i d o u t e r tube (a s h r o u d and

baffle-rib c h e c k valves keep f u e l p r e s s u r e seal) and an i n n e r l i n e of

a v a i l a b l e to the boost p u m p i n l e t s f l e x i b l e h o s e . The space between

d u r i n g steep c l i m b o r h i g h b a n k the s h r o u d and hose is d r a i n e d

angle. overboard t h r o u g h a d r a i n mast.

5-2
 F u e l System

Tank N o . 1

Temperature

Prob.e

Tank

No.2

Fueling System

Fu e lin g A float switch in each tank

automatically closes the f u e l i n g

The 737 has a s i n g l e point f u e l i n g valves w h e n the tanks are f i l l e d to
TEST

GAGES s system that allows f u e l i n g at the rate capacity. Electrical power for f u e l i n g
FUELING

TEST TANK No.2 C E N T E R TANK TANK N o . 1

of 300 g a l l o n s per m i n u t e . Located is provided by the A P U , external
GAGES OPEN OPEN OPEN

i n the r i g h t hand w i n g leading e d g e , g r o u n d power, or the battery. F u e l i n g

OFF 0 0 CLOSED 0 CLOSED 0 CLOSED

:g�����NN�AOL outboard of the n a c e l l e , the f u e l i n g can also be accomplished without

station contains a pressure f u e l i n g electrical power by m a n u a l l y

receptacle, s o l e n o i d controlled operating the f u e l i n g valves o r u s i n g
f u e l i n g valves for each t a n k (that o v e rw i n g f u e l i n g ports and u s i n g the
permit f i l l i n g the tanks i n d i v i d u a l l y o r f u e l m e a s u r i n g sticks.

s i m u l t a n e o u s l y ) , b l u e valve position
Fuelirig Panel P 1 5
l i g h t s , fuel quantity indicators for

each tank, a quantity g a u g e test

switch, a u x i l i a ry f u e l i n g power

control switch, and g r o u n d i n g jack.

Pressure Fueling Control Panel

5-3
 Surge Tank Drain Normal Port
to Center Tank and Float Valve

Vent Scoop

Vent System

Tank Vent System A l l vent l i n e s are routed to the vent Each s u r g e t a n k c o n t a i n s a

s u r g e tanks at the w i n g t i p s . Float s t a n d p i p e connected to a ramp-type,

Each f u e l t a nk is vented t h r o u g h v alv es , w h i c h close w h e n the f u e l ice-free a i r i n l e t (vent scoop) located

c h a n n e l s i n the u p p e r w i n g s u rf a c e rises to the level of the vent p o rt s , on the u n d e r s i d e (lower w i n g s k i n ) of

s t r i n g e r s . Vent l i n e ports i n s i d e the prevent excessive a m o u n t s of f u e l the s u r g e t a n k . D u r i n g c r u i s e , t h e s e

tank are p o s i t i o n e d to provide from e n t e r i n g the vent ducts with vent scoops provide a positive

appropriate v e n t i n g d u r i n g v a r i o u s c h a n g e s i n a i r p l a n e attitude. p r e s s u r e on the fuel i n each t a n k .

i n - f l i g h t c h a n g e s i n a i r p l a n e attitude, However, f u e l that does enter the

a i r temperature and f u e l quantity. vent system is collected i n the vent Vent l i n e s are also d e s i g n e d to

s u r g e tanks and d r a i n e d back to the accommodate overflow t h r o u g h t h e

c e n t e r fu e l t a n k w h e n the a i r p l a n e vent s u r g e tanks d u r i n g pressure

returns to level f l i g h t attitudes. f u e l i n g s h o u l d the automatic f u e l i n g

shutoff valve system not operate

correctly. The system is d e s i g n e d

for overflow with f u e l i n g pressures

40% greater tha n m a x i m u m

allowable without structural d a m a g e

to the w i n g .

5-4
 F u e l System

Center Tank

Fuel Scavenge

Jet Pump

Fuel

Scavenge

Valve

Water

Scavenge
Pump Pressure
Jet Pumps
Switches ( 6 Places)

To No. 1

Engine

No. 1 Fuel

Shutoff Valve

Fuel Distribution System

E n g i n e and A P U Fuel Feed Water Scavenge (Option) are required for d e f u e l i n g the o t h e r

tanks.

W h e n a l l three tanks c o n t a i n f u e l , Two jet p u m p s p e r m a i n t a n k d e l i v e r

normal f u e l flow is from the center water that has settled to the bottom D e f u e l i n g tank 2 can be

tank to both e n g i n e s . Normal near the boost p u m p i n l e t s . The a c c o m p l i s h e d by s u c t i o n , u s i n g

procedures c a l l for all boost p u m p s water is mixed with f u e l and appropriate e q u i p m e n t , t h r o u g h the

o p e r a t i n g and the crossfeed valve vaporized d u r i n g c o m b u s t i o n . T h i s bypass valve.

c l o s e d . W h e n the center tank is system a i d s s i g n i f i c a n t l y in corrosion

empty, fuel is t h e n s u p p l i e d prevention. Ground Transfer

automatically from tank 1 to e n g i n e

no. 1 and from t a n k 2 to e n g i n e n o . Defueling F u e l may be transferred from t a n k to

2. T h i s is a c c o m p l i s h e d by different tank on the g r o u n d by o p e n i n g the

pressure settings of the c h e c k The fuel tanks are defueled t h r o u g h m a n u a l d e f u e l i n g valve a n d

valves in the system. the f u e l i n g receptacle u s i n g the f u e l crossfeed valve (as r e q u i r e d ) a n d

tank boost p u m p s . o p e n i n g the appropriate f u e l i n g

By o p e n i n g the crossfeed valve and valve for the tank to be f i l l e d . The

t u r n i n g t h e appropriate boost p u m p s For example d e f u e l i n g t a n k 1 boost p u m p s are then operated in

off, e i t h e r e n g i n e can be s u p p l i e d involves: the tank to be reduced i n quantity.

from any t a n k . • Boost p u m p s i n t a n k 1 o p e r a t i n g .

• Crossfeed valve o p e n .
A f u e l s c a v e n g i n g system is i n s t a l l e d
• D e f u e l i n g valve open ( m a n u a l l y ) .
in t h e center tank to remove

u n u s a b l e fuel from the center tank. A • F u e l i n g hose c o n n e c t e d .

jet p u m p is used to transfer the fuel

to t h e left hand w i n g t a n k . The F u e l from t a n k 1 flows t h r o u g h the

system operates for 20 m i n u t e s after p u m p s , m a n i f o l d , valves and f u e l i n g

the center p u m p s are turned off. hose to storage. S i m i l a r operations

5-5
 Busing Plug
(3 Places)

To Gauges on P1
Instrument Panel

Fuel Measuring Sticks

( 1 0 Places)

Fuel Quantity Components

Fuel Quantity Indicating System

Digital indicators s h o w i n g the usable

quantity of f u e l for each t a n k i n

p o u n d s ( k i l o g r a m s optional) are

located on the P 1 panel.

For accurate m e a s u r e m e n t , twenty­

six i n t e r n a l l y mounted capacitance

type tank probes are spaced

t h r o u g h o u t the f u e l tanks. A

compensator is located in each t a n k

and allows for varying d i e l e c t r i c

constants of the different jet f u e l s .

Five f u e l m e a s u r i n g sticks are

i n s t a l l e d in each w i n g tank t h r o u g h

the lower w i n g surface for direct fuel

quantity m e a s u r e m e n t , if r e q u i r e d .

5-6
 F u e l System

S P E E D BRAKE
STAB
DO NOT ARM A
�
OUT OF
SPEED BRAKE TRIM �
ARMED A A

Fuel Quantity Tank Fuel

Test Switch Quantity

Indicators

Fuel Indicators - Captain's Panel P 1

Fuel System Indicators and

Controls

Fu el indicators and c o n t r o l s located

on the center panel c o n s i s t of the

f o l l o w i n g , u n l e s s c h a n g e d by

c u s t o m e r option:

F U E L TANK Q U A N T I T Y

INDICATORS

Each of three indicators shows

w e i g h t of fuel i n t h e i r respective

tanks.

F U E L Q U A N T I T Y TEST S W I T C H

P r e s s i n g the switch drives the tank

indicators to zero, i n i t i a t e s a self-test

s e q u e n c e , and d i s p l a y s stored error

messages.

5-7
 No. 1 E n g i n e Fuel Shutoff No. 2 E n g i n e Shutoff
Valve Closed Light
Valve C l o s e d Light

Crossfeed

Valve O p e n L i g h t

Crossfeed

Valve Switch

No. 2 Engine Filter

Bypass L i g h t

C e n t e r Tank R i g h t F u e l

P u m p Low P r e s s u r e

Light

Center T a n k Left

Fuel P u m p Switch
Center Tank R i g h t

F u e l P u m p Switch

N o . 2 Tank Fuel Pump

Low Pressure L i g h t s

No. 1 Tank Fuel

P u m p Switches No. 2 Tank Fuel

P u m p Switches

Forward Overhead Panel

F u e l c o n t r o l s located o n the forward TANK 1 A N D 2 F U E L P U M P LOW C R O S S F E E D VALVE O P E N L I G H T

overhead panel c o n s i s t of the P R E S S U R E LIGHTS

following: • E x t i n g u i s h e d l i g h t indicates

• E x t i n g u i s h e d l i g h t indicates f u e l crossfeed valve is c l o s e d .

C E N T E R TANK F U E L P U M P p u m p p r e s s u r e is n o r m a l .
• I l l u m i n a t e d bright b l u e indicates
SWITCHES
• I l l u m i n a t e d a m b e r indicates f u e l crossfeed valve is i n t r a n s i t .

p u m p p r e s s u r e is low, regardless
• Illuminated d i m blue indicates
For r i g h t or left f u e l boost p u m p s :
of p o s i t i o n of control s w i t c h .
crossfeed valve is open

O N - T u r n s on respective f u e l p u m p i n
E N G I N E F U E L VALVE C L O S E D
FUEL TEMPERATURE INDICATOR
center t a n k .
LIGHTS

• E x t i n g u i s h e d l i g h t indicates f u e l
p u m p pressure is n o r m a l or f u e l
p u m p switch is OFF.
I n d i c a t e s f u e l temperature i n no
For e n g i n e n o . 1 o r 2 :
tank.
• I l l u m i n a t e d d i m b l u e indicates

• Illuminated amber indicates fuel e n g i n e f u el shutoff valve is E N G I N E F I L T E R BYPASS L I G H T S

p u m p pressure is low if fu el p u m p closed.

For e n g i n e n o . 1 o r 2 :
switch is O N .
• E x t i n g u i s h e d l i g h t indicates

e n g i n e f u e l shutoff valve is o p e n .
I l l u m i n a t e d a m b e r indicates iced o r
Tank 1 a n d 2 F u e l P u m p Switches
• I l l u m i n a t e d b r i g h t b l u e indicates contaminated filter.

F o r aft o r forward f u e l boost p u m p s : e n g i n e f u e l shutoff valve is i n

transit.

ON-Turns o n f u e l p u m p i n its

respective t a n k . C R O S S F E E D VALVE S W I T C H

C o n t r o l s f u e l crossfeed valve w h i c h

c o n n e c t s e n g i n e n o . 1 and 2 f u e l

feed systems.

5-8
 F u e l System

1 tank 2 tanks

737-300 400 350

Aft Cargo

Compartment 737-400 600 470

737-500 370 240

. .

Approximate Remaining Usable

500 U . S . Gal
Aft CargoVolume,Cubic Feet
( 1 8 9 3 Liters)

984 u . s . Gal

(3725 Liters)

n 1�.1��1 li
L � 0 � R

ON AUX TEST FUEL ON

Center Control Panel Overhead Panel

Auxiliary Fuel Tanks

Optional Fuel Tanks

A U X I L I A R Y BODY F U E L TANKS

For special l o n g - r a n g e operating

requirements, f u e l t a n k s may be

installed i n the forward e n d of the aft

cargo compartment to provide

a d d i t i o n a l range capability.

The tanks are s e m i - p e r m a n e n t l y

installed and connected to the basic

fuel system. The tanks are available

in two sizes: 500 o r 984 U . S . g a l l o n s

( 1 8 9 3 or 3725 liters (two i n d i v i d u a l

tanks.) The tanks take

approximately one week to install at

a remote location a n d , once

i n s t a l l e d , may be removed or re­

installed in approximately 8 h o u r s .

F u e l quantity indicators, transfer

system, tank units and compensator,

c o n n e c t ing fu e l l i n e s and controls

are added for the body tanks w he n

installed.

5-9
 Power P l a n t

Features WING-MOUNTED INSTALLATION • CFM56-3 E n g i n e s

FACILITATES CHANGING AN
WING-MOUNTED CFM56-3 HIGH ENGINE • Engine Buildup

BYPASS RATIO ENGINES

The engines, which are attached to • E n g i n e Installation

High efficiency fan design provides the wing by three cone bolts, and

low fuel consumption, and the • Fuel System

thrust link fitting can be readily

modular design concept provides changed. This change can be

• O i l System
easy maintenance. accomplished using hand hoists that

attach directly to the wing.

• E n g i n e I n s tr u m ent System
READILY ACCESSIBLE FROM

THE GROUND MEETS FAR 36 STAGE 3 AND

• Bleed Air System
/CAO ANNEX 1 6 CHAPTER 3
Engine mechanics benefit from the
NOISE REGULJJrlONS • E n g i n e Start System
737 eye-level maintenance concept.

Hinged cowl panels allow direct Made possible by advanced • E n g i n e Controls

ground level access to the engine broadband acoustical liner, no inlet
without ground stands. guide vanes, fully lined fan duct,

and high bypass ratio design.

LEFT AND RIGHT QUICK ENGINE

CHANGE ASSEMBLIES ENGINE INSTRUMENT SYSTEM

Engine buildup is identical for left The individual electromechanical

and right engines except for thrust instruments for the engines and

reverser hydraulic system are optional and a

cowl, cascades and fan cowl. two panel light emitting diode (LED)

called primary and secondary

display are standard.

6-1
 CFM56-3-B1 CFM56-3B-2 CFM56-3C-1

Sea Level Static

Thrust, lb 18,500 20,000 22,000 23,500 22,000 20,000 18,500

Bypass Ratio 5.0 5.0 5.0 5.0 5.0 5.0 5.0

Flat Rate

Temperature °F (°C) 86 (30) 86 (30) 86 (30) 86 (30) 86 (30) 86 (30) 86 (30)

Weight, lb ( k g ) 4,276 4,276 4,276 4,301 4,301 4,301 4,301

(1940) (1940) (1940) (1952) (1952) (1952) (1952)

CFM56-3 Engine Characteristics Summary

CFM56-3 E n g i n e s h i g h speed ( N 2 ) e n g i n e rotor. protect exterior e n g i n e c o m p o n e n t s

from d a m a g e .

The 737 a i r p l a n e s are powered by Engine Buildup

two w i n g - m o u n t e d , C F M 5 6 - 3 h i g h Cowl p a n e l s , h i n g e d at the t o p , may

bypass-ratio turbofan e n g i n e s at D u r i n g e n g i n e b u i l d u p , the f o l l o w i n g be o p e n e d or c o m p l e t e l y removed to

several t h r u s t r a t i n g s . The e n g i n e is c o m p o n e n t s are i n s t a l l e d on the p r o v i d e g r o u n d level access to the

an a x i a l flow turbofan with two b a s i c e n g i n e : starter, constant e n g i n e without u s i n g ground s t a n d s .

s p o o l s and variable stator v a n e s . speed drive ( C S D ) generator or Three c o n e bolts secure the e n g i n e

o p t i o n a l v a r i a b l e speed constant to t h e w i n g . Two f r o n t c o n e bolts t a k e

The s i n g l e - s t a g e fan and three­ frequency ( V S C F ) generator, t h r u s t , v e rt i c a l , and s i d e l o a d s . The

stage low pressure c o m p r e s s o r are h y d r a u l i c p u m p , c o w l i n g , thrust o n e rear c o n e bolt takes v e rt i c a l a n d

d r i v e n , via the low-speed ( N 1 ) shaft, reverser, thrust reverser e x t e n s i o n side loads.

by a four-stage low p r e s s u r e t u r b i n e . r i n g , fire/overheat detectors, e n g i n e

The n i n e stage h i g h p r e s s u r e instrumentation, pneumatic ducting, Special o p t i o n s a l l o w the i n s t a l l a t i o n

c o m p r e s s o r is d r i v e n , via the h i g h potable water p r e s s u r i z a t i o n t u b i n g , of nearly a n y of t h e above e n g i n e s

speed ( N 2 ) shaft, by a s i n g l e stage and electrical h a r n e s s . Except f o r on the - 3 0 0 , -400, -500 a i rf r a m e s

h i g h pressure t u r b i n e . the vortex control device on the fan because of a u n i q u e t h r u s t - l i m i t i n g

cowl a n d the t h r u s t reverser, e n g i n e system at the i n t e rf a c e . T h e d e t a i l s

The fan and core a i rf l o w s have are covered i n the document The
b u i l d u p i s i d e n t i c a l for left o r r i g h t
separate e x h a u s t n o z z l e s and the C F M 5 6 - 3 E n g i n e o n the 737
engines.
fan e x h a u s t system i n c l u d e s a A i r p l a n e s , 06-80825.

cascade type thrust reverser.

Engine Installation

Power for aircraft and e n g i n e

T h e e n g i n e n a c e l l e is c o m p o s e d of
accessories is provided by the m a i n
the n o s e cowl a n d fixed a n d h i n g e d
gearbox s i d e m o u n t e d on the fan
cowl p a n e l s to provide smooth
case. The gearbox is d r i v e n by t h e
a i rf l o w over the e n g i n e s and to

6-2
 Power P l a n t

HPTCCV

Timer Solenoid

HPTCCV

Timer

Fuel flow

Transmitter
5th Stage Bleed
Fuel/oil heat Check Valve and

Exchanger_s-'<r----u..:- 5th Stage Bleed Manifold

EGT Probe

Harness

CFM56-3 Engine - Left Side

CFM56-3 Engine - Right Side

6-3
 Power
Low O i l
Management
Pressure
Control

Fuel/Oil Heat
Exchanger

Main Fuel
Shutoff
Valve

Fuel Valve
Closed

( S S S S S i Fuel Condtion: Normal

Engine Operation
P Z Z Z Z Z I Oil

Engine Fuel and Oil System Schematic

Fuel System The second stage of the f u e l p u m p A fuel-flow transmitter m e a s u r e s the

provides h i g h p r e s s u r e f u e l to the rate of f u e l flow from t h e M E C a n d

F u e l is d e l i v e r e d to the f u e l n o z z l e s m a i n e n g i n e control ( M E C ) . As t h e p r o v i d e s a s i g n a l to the f u e l flow

at pressures and flow rates required f u e l leaves the second stage f u e l indicator.

to obtain the desired e n g i n e t h r u s t . p u m p , it passes t h r o u g h a n o t h e r

F u e l is p u m p e d from the f u e l tank filter where a p o rt i o n of t h e f u e l is

a n d enters t h r o u g h t h e e n g i n e f u e l ported to a servo f u e l heater before

shutoff valve. e n t e r i n g the M E C . The servo f u e l

heater uses e n g i n e o i l to heat the

The e n g i n e f u e l s h u t o ff valve is
servo f u e l to prevent i c i n g of control
c o n t r o l l e d by the e n g i n e start lever
m e c h a n i s m s i n t e r n a l to the M E C .
and the e n g i n e fire w a r n i n g switch.

W h e n the e n g i n e f u e l shutoff valve is The M E C i n c o n j u n c t i o n with the

c l o s e d , the F U E L VALVE C L O S E D power m a n a g e m e n t control ( P M C )

l i g h t located on t h e forward uses power l e v e r a n g l e , fan i n l e t

overhead p a n e l i l l u m i n a t e s d i m . pressure and t e m p e r a t u r e , N 1 rpm

and N2 rpm to meter the correct

F u e l passes from the first stage of
a m o u n t of f u e l to the combustor.
the e n g i n e d r i v e n f u e l p u m p t h r o u g h

a fuel/oil heat e x c h a n g e r t o a filter. F u e l flow is a l s o c o n t r o l l e d b y t h e

P r o v i s i o n s are made to bypass the e n g i n e i d l e control system. F l i g h t

heat e x c h a n g e r or the f i l t e r i n the i d l e N2 is 1 0 % h i g h e r t h a n g r o u n d

event of f a i l u r e o r b l o c k a g e . A i d l e . The M E C f u e l shutoff valve is

FILTER BYPASS l i g h t on the closed by m o v i n g the e n g i n e start

overhead panel i l l u m i n a t e s if there is lever to the C U lO F F p o s i t i o n .

i m p e n d i n g filter bypass.

6-4
 Power P l a n t

Fan Air

Generator Cooling

Air Conditioning PZ Recooler

LPT Case Cooling

Thrust Reverser

____,,,, 5th Stage Bleed Air

Air Conditioning and Wing Anti-ice

Nose Cowl Anti-Ice

HPTVVCV

Fuel 9th Stage Bleed Air

Filter
Air Conditioning and Wing Anti-Ice
Bypass
Nose Cowl Anti-Ice
Valve
Hydraulic System Tank Pressure

Potable Water Tank Pressure

HPTCCV

AFT FWD AFT

nFF D FUEL nFF D

� � P U M P S � �

ON ON

Forward Overhead Panel

Air Bleed System

O i l System then passes t h r o u g h the servo fuel Bleed Air System

heater and fuel/oil heat e x c h a n g e r

The O i l System is pressurized by the where it is cooled by fuel before Bleed a i r is extracted from the h i g h

e n g i n e driven o i l p u m p . The o i l r e t u r n i n g to the o i l tank. pressure compressor for the

leaves the oil p u m p , where sensors f o l l o w i n g systems: a i r - c o n d i t i o n i n g ,

for o i l pressure and the LOW O I L O i l is circulated u n d e r pressure, c a b i n p r e s s u r i z a t i o n , w i n g and

P R E S S U R E switch are located, t h r o u g h the e n g i n e to lubricate the e n g i n e inlet cowl a n t i - i c i n g , and

passes t h r o u g h an o i l filter, and e n g i n e b e a r i n g s and accessory h y d r a u l i c t a n k and potable water

continues to the e n g i n e bearings gearbox. O i l quantity is shown on the tank pressurization. A i r is normally

and gearbox. E I S secondary display. extracted from the fifth stage of the

compressor, with the n i n t h stage .

The o i l is returned to the o i l tank by Associated e n g i n e l u b r i c a t i o n b e i n g used at low-power settings.

means of e n g i n e driven scavenge system d i s p l a y s and caution l i g h t s

p u m p . From the scavenge p u m p s located on the center instrument Fan a i r is used as c o o l i n g a i r for the

the o i l passes t h r o u g h a scavenge p a n e l , i n c l u d e the f o l l o w i n g : precooler to l i m i t the temperature of

filter. S h o u l d the filter become the bleed a i r i n the pneumatic

clogged with contaminants, o i l is E n g i n e low o i l pressure l i g h t s m a n i f o l d . Fan a i r is also used for

diverted around the filter. P r i o r to the • I l l u m i n a t e d a m b e r indicates c o o l i n g the generator and thrust

o i l bypassing the filter, an o i l filter e n g i n e o i l pressure is below reverser.

bypass l i g h t , located on the P2 1 3 psi.

center instrument p a n e l , i l l u m i n a t e s .

E n g i n e o i l filter bypass l i g h t s

Scavenge o i l temperature is sensed

• I l l u m i n a t e d a m b e r indicates
as the o i l returns to the scavenge
i m p e n d i n g bypass of e n g i n e
p u m p and is displayed on the oil
scavenge o i l filter.
temperature indicator located on the

P2 center instrument p a n e l . The o i l

6-5
 ( YAW DAMPER )

Engine Low Oil

Reverser Pressure Lights
Unlocked Lights

E n g i n e Oil F i l t e r
Bypass Lights
Redline
Exceedance

Ughts(Red)(6)
E n g i n e Oil
Pressure Displays

Exhaust Gas Engine O i l

Temperature Temperature
(EGT) Displays Displays
0

Engine Oil
· 4 - �
Quantity D i s p l a y s

Engine Vibration
Displays

Secondary D i s p l a y
OT\'

.
88 88

Manual N 1
Target Set

Fuel Used Reset Recessed

Recessed B I T E and
Fuel Flow/Fuel BITE Button
Exceedance Button
Used Switch

Center Panel

Engine Instrument Panel (EIS)

E n g i n e Instrument System ( E I S ) • E x h a u s t gas temperature ( E G T ) • The F U E L U S E D R E S E T

displays displays a sequence: fuel

The e n g i n e and h y d r a u l i c
parameters formerly presented on
21 i n d i v i d u a l electromechanical
i n s t r u m e n t s are now displayed on
two E I S p a n e l s u s i n g l i g h t e m i t t i n g
diodes ( L E D s ) . I n a d d i t i o n to
d i s p l a y i n g the parameters, the
used s i n c e last reset or p o w e r
• I n d i c a t e s temperature of
- u p , t h e n 000, a n d f i n a l l y f u e l
exhaust gas i n C
flow.
• An i m m i n e n t hot start c a u s e s
• E n g i n e o i l pressure d i s p l a y s
the d i g i t a l d i s p l a y to flash
e n g i n e o i l pressure i n P S I .
twice p e r s e c o n d .
• E n g i n e o i l temperature
• A red l i g h t above each N 1 ,

displays e n g i n e oil
system a l s o records and stores N 2 , and EGT d i s p l a y

temperature i n C .
e n g i n e exceedance values and i l l u m i n a t e s if that e n g i n e

d u r a t i o n s and anticipates and exceeds its r e d l i n e . • E n g i n e oil quantity d i s p l a y s

a n n u n c i a t e s hot starts and h u n g d i g i t a l l y , o i l q u a n t i t y of e n g i n e

• F u e l flow d i s p l a y s
starts. (See section 2 , F l i g h t
C o m p a rt m e n t , for more d e t a i l s ) .
E n g i n e d i s p l a y s and controls on t h e
center p a n e l c o n s i s t of the f o l l o w i n g :
i n percent of f u l l .
• I n d i c a t e s f u e l flow i n w e i g h t of
• E n g i n e vibration d i s p l a y s
f u e l per h o u r and also total
e n g i n e maximum vibration i n
f u e l c o n s u m e d per e n g i n e .
scalar units
• The F U E L F L O W / F U E L

• H y d r a u l i c p r e s s u re d i s p l a y s
U S E D switch is used to
• N1 displays
h y d r a u l i c systems p r e s s u r e i n
c h a n g e d i s p l a y from F U E L
• Indicates fan speed i n percent PSI.
FLOW to F U E L U S E D ; after
rpm
1 0 s e c o n d s the F U E L U S E D • H y d r a u l i c quantity d i s p l a y s

• N2 d i s p l a y s d i s p l a y reverts to F U E L h y d r a u l i c system q u a n t i t y i n %

• Indicates high-pressure com­ FLOW. of f u l l .

p r e s s o r s p e e d i n percent rpm
 Power P l a n t

FromAPU

Note:

TAI - Thermal anti-ice

[!> Optional

Pneumatic Starting System

E n g i n e Start System

Pressurized air, a p n e u m a t i c starter,

a n d electrical power are r e q u i r e d for

starter operation. The e n g i n e s may

be started with a i r from the A P U ,

from a g r o u n d source, o r by u s i n g

e n g i n e crossbleed.

Control Stand

6-7-
 Thrust Lever

IJ()
� l ENGINE START

\(_'} n r ,p,©,,

...I

r
L,

AC Transfer

Bus

Flt
...I

r Grd lgn L

� I /:ottl / Both

� :Qqn.!.f'"' o-lgrJ R
Condition: Engine Being

...1 F l t I Started With N; Speed

r Grd Below Starter Cutout

........ L....1-., ... - ...1 Speed.

Battery
o Off I

Bus

I Starter -'(}

� Cutout From
I
Switch Switch
0 0 Pneumatic
2ZVZ) Bleed air Holding High N 2
System
Relay '------------------- f 1
?<XXXXX>< F ue I
Low N 2

Engine Controls

E n g i n e Starting (cont) speed (46%-47% N2 r p m ) , power is I g n i t i o n System

i n t e r r u p t e d to the start switch

The start lever for each e n g i n e , a n d h o l d i n g s o l e n o i d , a l l o w i n g the Two h i g h e n e r g y ac systems are

forward a n d reverse thrust levers, e n g i n e start switch to return to the provided for each e n g i n e . The

are located on the c o n t r o l s t a n d . O F F p o s i t i o n and the start valve to i g n i t i o n select switch selects e i t h e r

W h e n r a i s e d , the start lever close. t h e LEFT, R I G H T o r BOTH i g n i t e r s

e n e r g i z e s the i g n i t i o n system a n d for each e n g i n e . Each i g n i t e r ( L o r R )

i n i t i a t e s f u e l flow. Start valve c l o s u r e is indicated by a may be i n d e p e n d e n t l y selected a n d

rise in duct p r e s s u r e a n d t h e START a l t e r n a t i n g use is r e c o m m e n d e d .

The e n g i n e start switch G R D VALVE O P E N l i g h t e x t i n g u i s h e s . The FLT p o s i t i o n of the e n g i n e start

p o s i t i o n uses de power from the
s w i t c h bypasses the L o r R i g n i t e r
battery b u s to o p e n the start valve p o s i t i o n and uses B O T H .

and a l l o w compressed a i r from t h e

p n e u m a t i c m a n i f o l d to rotate the With the e n g i n e start switch i n the

starter. W h e n the start valve is o p e n , G R D p o s i t i o n , the start valve o p e n s

the a m b e r START VALVE O P E N and the selected i g n i t e r ( s ) are

l i g h t , located o n the center e n e r g i z e d when the e n g i n e start

i n s t r u m e n t p a n e l , i l l u m i n a t e s . The l e v e r is placed to I D L E . The C O N T

starter is a t u r b i n e - t y p e a i r motor p o s i t i o n is used f o r takeoff a n d

that rotates the N2 c o m p r e s s o r l a n d i n g , i n t u r b u l e n c e , or i n i c i n g

t h r o u g h the accessory d r i v e - g e a r c o n d i t i o n s . T h i s affords extra

system. W h e n the e n g i n e has protection, t h r o u g h the s e l e c t e d

accelerated to 25% N2 r p m , a n d the i g n i t e r ( s ) , against flameout i n the

e n g i n e start lever advanced to the event that b i r d s o r ice are i n g e s t e d .

I D L E p o s i t i o n , the M E C s u p p l i e s f u e l o r i n l e t airflow is s u d d e n l y d i s t u r b e d

to the combustor and the f u e l i g n i t e s , for any reason d u r i n g t h e more

r e s u l t i n g i n a n e n g i n e start. At cutout c r i t i c a l stages of f l i g h t .

 Power P l a n t

Reverse Thrust

Translating Blocker
Blocker
Sleeve Door ( 1 O Places)
Door ( 1 0 Places)

Stowed Deployed

Thrust Reverser Operation

Thrust Reversers The thrust reverser h y d r a u l i c closes it if it is already open. A h i g h

system is o n l y pressurized w h e n i d l e is m a i n t a i n e d for 4 seconds after

The 737 is e q u i p p e d with e l e c t r i c a l l y thrust reverser actuation is r e q u i r e d , activation of the squat switch

c o n t r o l l e d , h y d r a u l i c a l l y powered, o r when auto restow is actuated. i n order to improve e n g i n e spool-up

fan o n l y thrust reversers. The t h r u s t t i m e i n reverse. Thrust reverser

reversers are i n t e r c h a n g e a b l e A p p l i c a t i o n of h y d r a u l i c power to the actuation takes approximately

between the two e n g i n e s except for reversers by operation of the reverse 2 . 5 seconds.

the cascades and the strikers w h i c h t h r u s t levers is prevented u n l e s s the

deflect the K r u e g e r flaps w h e n the a i r p l a n e is w i t h i n 1 O feet (3 meters) Each e n g i n e thrust reverser system

thrust reverser cowl translates aft. of the ground (radio altimeter 1 or 2 ) , is powered by a separate h y d r a u l i c

o r is on the g r o u n d ( r i g h t hand main system, with a standby system

Reverser actuation is controlled by gear ole o c o m p r e s s e d ) . P u l l i n g an a v a i l a b l e as an alternate source with

a control valve m o d u l e , located o n e n g i n e fire h a n d l e prevents the a reduced deployment rate.

the forward b u l k h e a d of each a i r ­ isolation valve from o p e n i n g , or

c o n d i t i o n i n g bay. T h i s m o d u l e

contains two control valves ( i s o l a t i o n

and direction) and a m a n u a l l y

operated shut-off valve. The control

valves are operated by s o l e n o i d s

w h i c h are actuated by the thrust

lever switches.
 (Aft Overhead P a n e l )
Standby

System A System System B

Engine
1 2

R a d i o Altimeters j ReverserAj j ReverserA l

Alt « 1 O f t
F i r e Switch

Engine 2
L _ _

(Pilot's Center P a n e l )

Reverser
Unlocked
A

Engine 2
Stow
L - -

Reverser

Deployed Engine. 1
»: /
- - - - --../ - · -
Reverser Position/Throttle Interlock
-
Thrust Reverser Actuation System Schematic

An automatic restow system

activates an actuator stow force

anytime the reverser is sensed to be

out of t h e stowed position d u r i n g

forward thrust operation.

A m b e r l i g h t s on the center p a n e l

identify when the reversers are i n

the unlocked p o s i t i o n .

A fault l i g h t for each reverser is

located i n the e n g i n e m o d u l e on the

aft overhead p a n e l . W h e n this fault

l i g h t is i l l u m i n a t e d , the Master

Caution is triggered after 1 5

seconds i n d i c a t i n g a s u b s e q u e n t

f a i l u r e i n the reverser system.

PMC PMC

Aft Overhead Panel Center Panel

6-10
• •
 A u x i l i a r y Power U n i t ( A P U )

Features OPERABLE DURING REFUELING A u x i l i a ry Power U n i t

• Garrett 8 5 - 1 2 9

OPERABLE ON THE GROUND OR Permits air-conditioning or electrical

IN FLIGHT power to be supplied during • Garrett 36-280

refueling.

Electrical Power-The APU provides • Sundstrand APS 2000

an alternate source of electrical AUTOMATIC SHUTDOWN

power both on the ground and in FEATURE • Controls and Indicator

flight. On the ground, the APU

provides 60 KVA and is allowed to Automatic protection shuts down

power both sides of the aircraft. In the APU for overspeed, high oil

flight, the APU will power either the temperature, low oil pressure or fire.

left or right electrical bus and is rated

at 50 K\A

Bleed Air-The APU supplies bleed

air for air-conditioning and engine

start.

APU Starting-The APU is started

by the airplane battery or by external

de power.

7-1
 Compressor Air
I n l e t Duct

Accessory
C o o l i n g A i r I n l e t Duct

Acoustic S p l i tt e r

Acoustic L i n i n g

M a i n A i r S u p p l y Duct

Vortex Generator

A u x i l i a r y Power
Unit (Shrouded)

APU Fuel Line

APU Bleed Air Duct

to Pneumatic System

APU Location

Exhaust Duct
Cooling Air Inlet

Holes

\ . A" E .
Cooling tr xit

Oil Tank

Access Door

Auxiliary Power Unit Components

7-2
 A u x i l i a r y Power U n i t ( A P U )

Garrett 85-129-leftside view

A u x i l i a r y Power U n i t ( A P U ) E xha ust n o i s e heard by p a s s e n g e r s

and the g r o u n d crew is m i n i m i z e d

The A P U is located i n the aft e n d of t h r o u g h two factors:

the f u s e l a g e , b e h i n d the pressure

• Use of an acoustically treated a i r
b u l k h e a d and below the horizontal
i n l e t and exhaust duct.
stabilizer.
• Its distance from the c a b i n and

The A P U generator is mounted o n g r o u n d service p o i n t s .

the accessory drive pad and is used

The A P U is readily accessible for
to f u r n i s h 60 KVA of electrical power
i n s p e c t i o n , m a i n t e n a n c e o r removal
on the g r o u n d or it can be used as
t h r o u g h a large door i n the f u s e l a g e
an alternate power source of 50 KVA
directly below it. Removal is
in flight.
accomplished by lowering the

Bleed a i r from the A P U can be a s s e m b l y with a s i m p l e h o i s t a n d

used to operate e i t h e r of the two air­ cable system.

c o n d i t i o n i n g packs o r for m a i n

e n g i n e s t a rt i n g . U s i n g APU bleed a i r

for a i r - c o n d i t i o n i n g d u r i n g takeoff

improves takeoff performance.

A i r p l a n e g r o u n d s e rv i c i n g , i n c l u d i n g

r e f u e l i n g , may be accomplished

with the A P U operating.

7-3
 Fuel Nozzle

Output Shaft
for Generator.

Cornbustor

Exhaust

Gases

0 _J
· . .

Compressor
----Gearbox -section - ·--- Power Section----

Garrett 85-129

Garrett 8 5 - 1 2 9 Garrett 36-280

The A P U is a s i n g l e shaft gas T h e A P U is a s i n g l e shaft gas

t u r b i n e e n g i n e with a two stage t u r b i n e e n g i n e with two c e n t r i f u g a l

c e n t r i f u g a l compressor, a s i n g l e i m p e l l e r s and a s i n g l e centrifugal

combustion chamber and one radial t u r b i n e with a c o n t a i n m e n t r i n g . The

inflow t u r b i n e . The accessories power section drives the load

g r o u p , driven by t h e gear box, is at c o m p r e s s o r and accessory

the front of the u n i t . gearbox. The u n i t is monitored and

c o n t r o l l e d by a F u l l Authority D i g i t a l

Electronic Control ( F A D E C ) . The

FADEC provides both b u i l t - i n tests

( B I T E ) and historical i n f o r m a t i o n .

7-4
 A u x i l i a r y Power U n i t ( A P U )

Left Side View Right Side View

Garrett 36-280

7-5
 Left Side View Right Side View

Compressor

Fuel Nozzle

Exhaust Gases

I G e a r b o x -+- Compressor '1-----Power Sectio,1--------,

I Section ---J

Sundstrand APS 2000

7-6
 A u x i l i a r y Power U n i t ( A P U )

Maintenance light

Low Oil Pressure Light

Fault Light

Overspeed Light

AC Ammeter

APU

Forward Overhead Panel

Sundstrand APS 2000 Controls and Indicators MAINTENANCE LIGHT

The A P U is a s i n g l e shaft gas Controls for the A P U are located o n Garrett 8 5 - 1 2 9

t u r b i n e with a s i n g l e c e n t r i f u g a l the forward overhead p a n e l and

i m p e l l e r and a s i n g l e centrifugal consist of the f o l l o w i n g : I l l u m i n a t e d b l u e when o i l tank fluid

t u r b i n e with containment r i n g . The level is low.

power section drives an accessory A P U SWITCH

gearbox. The u n i t is monitored and Sundstrand APS 2000 and Garrett

Three-position switch: OFF,
controlled by a FADEC. The FADEC 36-280
momentary START, and s p r i n g
provides BITE and also historical
loaded to O N . There is also a f o u r ­ A maintenance l i g h t is an indication
information.
position switch option for a 60- of a non-critical failure o r

second cool-down t i m e r (Garret 85- abnormality with the A P U . The

1 2 9 only). FADEC w i l l display an a l p h a ­

• START-Start circuit armed. n u m e r i c code that identifies a more

M o m e n t a r i l y h o l d i n g i n START specific d e s c r i p t i o n of the p r o b l e m .

and a l l o w i n g to return to O N , f u e l
LOW O I L P R E S S U R E L I G H T
valve o p e n s , a i r i n l e t door o p e n s ,

start sequence i n i t i a t e d .
I l l u m i n a t e d a m b e r when o i l pressure
• ON-Operating p o s i t i o n after
is low. A P U automatically shuts
start and d u r i n g start s e q u e n c e .
down.

• OFF-Shuts down A P U

7-7
FAULT L I G H T AC A M M E T E R S h u t d o w n occurs e i t h e r m a n u a l l y

by m o v i n g the A P U switch to O F F, or

Garrett 8 5 - 1 2 9 D i s p l a y s A P U generator load automatically i n the event of a c r i t i c a l

current. m a l f u n c t i o n o r A P U f ir e w a r n i n g . I n

I l l u m i n a t e d amber when APU o i l the case of fire w a r n i n g , the A P U fire

temperature exceeds m a x i m u m EXHAUST GAS T E M P E R A T U R E

w a r n i n g l i g h t on the c o n t r o l s t a n d

allowable. APU automatically INDICATOR

and the fire w a r n i n g l i g h t s on the

shuts down. glareshield will illuminate.

D i s p l a y s A P U e x h a u s t gas

temperature i n c .
Sundstrand A P S 2000 and Garrett The r i g h t w h e e l w e l l c o n t a i n s a n

36-280 e a s i l y reached fire protection p a n e l

OPERATION
e q u i p p e d with a fire c on t r o l h a n d l e ,

A fault l i g h t and associated auto fire e x t i n g u i s h e r bottle d i s c h a r g e

To operate the A P U , t h e A P U switch
s h u t d o w n is an i n d i c a t i o n of a c r i t i c a l s w it c h , w a r n i n g l i g h t , horn a n d h o r n
is moved m o m e n t a r i l y to START and
f a i l u r e ( e x a m p l e , loss of both speed cutout switch.
then released to O N . At t h i s p o i n t an
sensors).
automatic s e q u e n c e occurs; the f u e l

valve o p e n s to s u p p l y fuel from t a n k

OVERSPEED LIGHT
n o . 1 ; the a i r i n l e t do o r opens on the

Illuminated amber when APU turbine r i g h t aft f u s e l a g e to s u p p l y a i r for

speed exceeds allowable r p m . A P U A P U c o m b u s t i o n a n d c o o l i n g ; the

automatically shuts down. starter is e n e r g i z e d from t h e battery

o r external de source and the A P U

c o m e s up to operating speed. The

fuel control u n i t t h e n maintains the

A P U at a constant r p m .

7-8
 .......... .

rre
roe cn on
 F i r e Protection

Features OVERHEAT/FIRE WARNING • Controls and Indicators

LIGHTS

ENGINE OVERHEAT/FIRE • E n g i n e Fire Protection

DETECTORS AND • On glareshield (master caution

system) and control stand. • A P U Fire Protection

EXTINGUISHERS

• A n engine overheat condition • Wheel well Fire Detection

Dual loop overheat/fire detection

elements monitor each engine. illuminates amber lights on the

• Lavatory Fire Protection
control stand and master caution

Two fire bottles, located in the wheel lights on glareshield.

well, are available for engine fire

fighting. • A fire condition illuminates red

warning lights on the control

A P U FIRE DETECTOR AND stand and red fire warning lights

EXTINGUISHER on the glareshield.

A fire detector and a fire extinguisher REA OILY ACCESSIBLE FIRE

are provided for the APU. The CONTROLS

extinguisher bottle can be

discharged from either the flight Located on the control stand, these

deck or the wheel well. are easily accessible to either pilot.

WHEEL WELL FIRE DETECTOR LAVATORY SMOKE DETECTORS

Detects an overheat condition or fire Located in the ceiling of each

in the wheel well. lavatory.

8-1
 Wheel Well Fire
APU Detector
Light
Engine Overheat/Fire Inoperative Light Extinguisher
Fault Detector
Defector S e l e c t o r Bottle D i s c h a r g e
Light
Lights
Switch APU Bottle
F i r e W a r n i n g Bell
Discharged
Cutout Switch
Light

OVHT DET

A@)s

NORMAL

..---..
ENG 2
L R
OVERHEAT

Extinguisher
Engine
Fire W a r n i n g Test L i g h t
Overheat Light
Handle. Light

Fire Control Panel (Aft Electronics Panel)

Special c o n s i d e r a t i o n for fire Controls and Indicators E N G I N E OVERHEAT L I G H T S

protection has been provided i n the

I l l u m i n a t e d a m b e r indicates an
737 by i s o l a t i n g the e n g i n e from the C o n t r o l s a n d indicators on the fire
overheat on its respective e n g i n e .
w i n g . A vapor-tight, stainless-steel control p a n e l , located on the aft

firewall and a separate thermal electronics p a n e l , co n s is t of the FIRE/OVERHEAT AND

i n s u l a t i o n blanket isolate the w i n g following: FAULT/INOP TEST SWITCH

structure from each e n g i n e

E N G I N E OVERHEAT/FIRE • F I R E / O V H T TEST-Tests the d u a l
c o m p a rt m e n t . A l a r g e , fixed
DETECTOR SELECTOR fire/overheat detector l o o p s o n
s h o u l d e r cowl extends fire i s o l a t i o n
SWITCHES both e n g i n e s , and the s i n g l e
beyond each side of the strut to the
detector loop i n the A P U a n d
movable cowl h i n g e . I n a d d i t i o n , the
• NORMAL-The dual engine wheelwell.
u p p e r p o rt i o n of the m o va bl e cowl
fire/overheat detector loops are
panels have stainless steel foil u n d e r • FAULT/INOP TEST-Tests the
feedback for the amber e n g i n e
the s k i n to serve as a d d i t i o n a l fire e n g i n e and A P U fa u l t
overheat l i g h t , the red fire
shielding. d i s c r i m i n a t i o n c i r c u i t ry .
w a r n i n g h a n d l e l i g h t , the

g l a r e s h i e l d fire w a r n i n g l i g h t s and F i r e W a r n i n g H a n d l e Lights

The firewall i n s u l a t i o n blanket and
the fire b e l l .
fire s h i e l d protect the w i n g from The fire w a r n i n g h a n d l e l i g h t s f o r

excessive temperature b u i l d u p and • A o r B-The s i n g l e active e n g i n e each e n g i n e and the A P U i l l u m i n a t e

are made to withstand 2000 F fire/overheat detector loop is w h e n fire detector c i r c u i t s s e n s e a

( 1 0 9 4 C) for 1 5 m i n u t e s . To m i n i m i z e feedback for t h e a m b e r e n g i n e f i r e . The h a n d l e is locked down u n t i l

combustion a i r a v a i l a b i l i t y , the space overheat l i g h t , the red fire e n g i n e o r A P U overheat or f i r e i s

between the c o w l i n g and e n g i n e s is w a r n i n g h a n d l e l i g h t , the detected. A m a n u a l override button

not ventilated. g l a r e s h i e l d fire w a r n i n g l i g h t s a n d i s located beneath each switch

the fire b e l l . h a n d l e . After p u l l i n g u p , rotation of

h a n d l e left o r right d i s c h a r g e s the

respective e x t i n g u i s h e r bottle.

8-2
 Fire Protection

Master Fire Warning

Light and Bell Cutout

ELEC ANTI-ICE ENG

A A

P U S H TO R E S E T PUSH TO R E S E
IRS APU HYO OVERHEAD

A A A A

FUEL OVHT/DET DOORS AIR COND

A A A

Overheat/Detector
Annunciator Light

Glareshield Panel

W H E E L WELL F I R E L I G H T e n g i n e on both fire bottles. P l a c i n g Fire protection indicators on the

the test switch i n p o s i t i o n 2 tests the pilot's g l a r e s h i e l d p a n e l consist of

I l l u m i n a t e d red indicates wheel w e l l discharge c i r c u i t for the right e n g i n e the f o l l o w i n g :

overheat/fire. There is no on both fire bottles. Both p o s i t i o n s 1

e x t i n g u i s h e r , but the l a n d i n g g e a r a n d 2 test the A P U d i s c h a r g e circuit. OVERHEAT/DETECTOR

may be extended. ANNUNCIATOR LIGHT

E X T I N G U I S H E R TEST L I G H T S

F I R E W A R N I N G B E L L CUTOUT I l l u m i n a t e d a m b e r indicates an

SWITCH I l l u m i n a t e d green indicates e n g i n e overheat o r A P U detector

e x t i n g u i s h e r test switch is activated inoperative l i g h t has i l l u m i n a t e d on

P r e s s i n g the switch s i l e n c e s the fire and d i s c h a r g e circuits are normal for the fire control p a n e l (aft electronics

b e l l and A P U h o r n , and cancels three e x t i n g u i s h e r bottles. panel P 8 ) . W i l l also cause master

master fire w a r n i n g l i g h t s on the caution l i g h t to i l l u m i n a t e amber.

pilots' glareshield P7. A P U DETECTOR INOPERATIVE

LIGHT MASTER F I R E WARNING LIGHTS

E N G I N E E X T I N G U I S H E R BOTTLE

DISCHARGE LIGHTS I l l u m i n a t e d a m b e r indicates a fault in I l l u m i n a t e d red indicates an e n g i n e ,

A P U fire detection c i r c u i t a n d that it A P U o r wheel well fire. P r e s s i n g the

I l l u m i n a t e d a m b e r indicates that t h e i s now i n o p e r a t i v e . l i g h t s i l e n c e s the fire b e l l and A P U

left or r i g h t e x t i n g u i s h e r bottle has horn and e x t i n g u i s h e s these master

been d i s c h a r g e d . A P U BOTTLE D I S C H A R G E D fire w a r n i n g l i g h t s .

LIGHT

E X T I N G U I S H E R TEST SWITCH

I l l u m i n a t e d a m b e r indicates A P U

P l a c i n g the test switch i n position 1 e x t i n g u i s h e r bottle has been

tests the discharge circuit for the left discharged.

8-3
 F i r e / O v e r h e a t Detectors
( L e f t H a n d Strut E l e m e n t s ) Overheat S e n s o r s
(Environmental

F i r e / O v e r h e a t Detectors Control System)

(Left H a n d U p p e r
Fan Case E l e m e n t s )

. .. '• .
... '

I
I

------ ----
1

I
'

--
Fire/Overheat Detectors
( E n g i n e Gore E l e m e n t s )

Fire/Overheat Detectors
(Lower Fan Case Elements)

Left Hand S i d e of Engine

. • .. · . .
t Each U n i t Has an
R i g h t Hand Side of Engine A and B Loop E l e m e n t

Fire E x t i n g u i s h i n g System

Engine Fire Protection

E n g i n e Fire Protection Two d u a l detectors are mounted on

the e n g i n e fan case a n d one

F I R E A N D OVERHEAT detector is m o u n t e d on the e n g i n e

DETECTION core case.

D ua l (overheat and fire) thermistor­ O n e detector is m o u n t e d on the

type o r pneumatic p r e s s u r e - s e n s i n g ­ strut/firewall. T h i s detector stays with

type detectors are used o n the the a i r p l a n e w h e n an e n g i n e is

e n g i n e s and firewalls to detect changed.

overheat or fire c o n d i t i o n s and pro­

vide the appropriate w a r n i n g . If there An e n g i n e detector selector switch

is an overheat c o n d i t i o n , o n l y the on the fire control panel permits

OVERHEAT l i g h t on the fire control switching from a d u a l ( n o r m a l ) mode

p a n e l and the OVHT /DET on the to a s i n g l e detector (A o r B) mode.

g l a r e s h i e l d w ill i l l u m i n a t e , so pre­ T h u s , if a s i n g l e detector loop is

mature shutdowns for overheat are inoperative (does not test

avoided. S h o u l d a fire occur, both satisfactorily), s w i t c h i n g to the active

the overheat a n d the fire w a r n i n g loop w i l l allow the f l i g h t to c o n t i n u e .

lights will i l l u m i n a t e .

False a l a r m s are m i n i m i z e d because

the system is capable of

d i s c r i m i n a t i n g between a fault i n t h e

circui t and an actual f i r e .

8-4
 F i r e Protection

Ground
Power Source·

lnconel Tubing

Thermistor
Fire/Overheat
Material
Sensor Element
B Loop

Stainless Steel
Support Tube

Fire/Overheat
Replaceable
Detector Element
Clamp Assembly
A loop
_
I , ,...._

Teflon
Fire/Overheat Fire/Overheat
Installation
Sensor Element Sensor Element
liner
A Loop B Loop

Dual Overheat and Fire Detector Elements (Thermistor Type - Top), ( P n e u m a t i c P r e s s u r e - S e n s i n g Type - B o t t o m )

ENGINE FIRE EXTINGUISHING

The e n g i n e fire e x t i n g u i s h e r system

c o n s i s t s of two e x t i n g u i s h e r bottles

mounted i n the wheel well a n d

connected to the fire z o n e s by steel

and a l u m i n u m t u b i n g . E i t h e r bottle

can be discharged to e i t h e r e n g i n e

by p u l l i n g the appropriate fire h a n d l e

and t u r n i n g it e i t h e r left or r i g h t .

E n g i n e bottle d i s c h a r g e l i g h t s on the

control stand i l l u m i n a t e w h e n t h e

e x t i n g u i s h i n g agent has been

d i s c h a r g e d . A test switch a n d l i g h t s

provide a c o n t i n u i t y test of the

e x t i n g u i s h e r d i s c h a r g e circuits

8-5
 Strut Overheat
Detector E l e m e n t s

E x t i n g u i s h e r Bottles

Two Bottles in W h e e l w e l l
M a i n Fire W a r n i n g
* Crossfeed or Two
and Master
Dischargers/Engine
Caution Lights
* Two Squibs/Bottle,
(Glareshield)
R e d u n d a n t F i r i n g Circuits

Engine
Fire/Overheat
Detector E l e m e n t s

Fire Protection

Control Panel

(Aft Electronic Panel)

Engine, APU, and Whee/well Fire Protection

A P U Fire Protection The A P U can be s h u t down and A P U H O R N C U T O U T SWITCH

the e x t i n g u i s h i n g agent released

The A P U is located w i t h i n a fire from e i t h e r the f l i g h t deck o r the T h i s switch s i l e n c e s the fire b e l l ,

protection s h r o u d i n t h e t a i l section wheel w e l l . A P U fire w a r n i n g h o r n , cancells the

of the a i r p l a n e . A thermistor-type o r f l a s h i n g of the A P U fire w a r n i n g l i g h t

pneumatic pressure sensing-type Controls on the A P U fire protection and e x t i n g u i s h e s the Master Fire

fire detector and a fire e x t i n g u i s h i n g p a n e l P28 c o n s i s t of the f o l l o w i n g : L i g h t s on the P7 p a n e l . The A P U fire

system are incorporated. When the w a r n i n g l i g h t o n the P28 p a n e l w i l l

detector s e n s e s a f i r e , the A P U APU F I R E WARNING LIGHT remain illuminated.

automatically shuts d o w n , red fire

I l l u m i n a t e d red l i g h t indicates a fire A P U F I R E CONTROL HANDLE
w a r n i n g l i g h t s i l l u m i n a t e ( f l i g h t deck
in the A P U .
and w h e e l w e l l ) and a b e l l s o u n d s i n
W h e n p u l l e d , t h i s h a n d l e arms the
the f l i g h t deck. W h e n the a i r p l a n e is
APU F I R E WARNING HORN A P U bottle discharge switch, closes
on the g r o u n d a h o r n is also
the A P U f u e l shutoff valve and A P U
activated in the w h e e l w e l l . A fault i n
Indicates fire i n the A P U when horn
a i r i n l e t door, a n d stops the A P U .
the detection system causes t h e
is activated.
A P U DET I N O P l i g h t on the fire
A P U BOTTLE D I S C H A R G E
control p a n e l and t h e master caution
SWITCH
l i g h t s (OVHT/DET) on the

g l a r e s h i e l d to i l l u m i n a t e .
The A P U fire e x t i n g u i s h e r bottle

d i s c h a r g e s when the switch is

actuated (if the circuit is armed by

p u l l i n g the fire control h a n d l e ) .

8-6
 F i r e Protection

Power I n d i c a t o r ( G r e e n )

Alarm Horn Cutout Switch

Alarm Indicator ( R e d )

Alarm H o r n

Smoke Sensor

Detector Face

Sensor
Eutectic Solder

(170°-175)

(77°-79°C)

Lavatory Module

Lavatory Fire Protection

Wheel well Fire Detection

A fire detection loop is i n s t a l l e d i n

the m ain gear wheel w e l l . I n the

event of a fire o r overheating i n t h i s

area, the wheel w el l fire l i g h t

i l l u m i n a t e s red on the fire control

p a n e l , the master fire w a r n i n g lights

i l l u m i n a t e red on the glareshield and

a bell sounds in the flight deck.

Lavatory Fire Protection

A smoke detector is located i n the

c e i l i n g of each lavatory, and an

automatic fire e x t i n g u i s h e r system

is located beneath the s i n k area i n

each lavatory. The e x t i n g u i s h e r

automatically discharges h a l o n gas

t h r o u g h one or both of two heat­

activated nozzles whenever the

temperature rises sufficiently to melt

the nozzle t i p s . I n d i c a t i o n on the

f l i g h t deck is o p t i o n a l .

APU Fire Protection Panel P28

8-7
 •

orau cs
 Hydraulics

Features FLIGHT CONTROLS H y d r a u l i c Systems

• System Distribution

THREE FUNCTIONALLY Powered by system A and/or 8 with

INDEPENDENT 3000 PSI manual reversion or standby system • System Controls

SYSTEMS: backup.

• Servicing

System A--One engine driven pump IN PLACE COMPONENT TESTING

(EDP) and one ac electric motor • Maintenance

pump (EMP) for flight controls, Components can be isolated in­

inboard flight spoilers, landing gear, place to measure their internal

nose gear steering, alternate brakes, leakage in comparison to allowable

left thrust reverser, and ground rates. This eliminates premature or

spoilers. arbitrary removal of serviceable

components.

System 8--0ne engine driven pump

and one ac electric motor pump for MULTIPLE FILTRATION

flight controls, normal brakes, trailing

Filtering accomplished during both
edge flaps, leading edge devices,
filling and operation of the system for
right thrust reverser, and outboard
increased reliability.
flight spoilers.

MODULAR COMPONENTS
Standby system--One electric motor

pump provides third power source

Provide ease of servicing and
for rudder control system, alternate
increase reliability by reducing the
power source for thrust reversers,
required number of components,
and extends the leading-edge flaps
connections, and fittings.
and slats in the alternate flap mode.

SWAGE SLEEVE FITTINGS

Transfer valve--A landing gear

transfer valve permits gear retraction

These connectors provide superior
only, by system 8, in the event that
sealing and are lighter in weight.
the left engine is inoperative during

takeoff. SINGLE POINT PRESSURE FILL

CONNECTION
Power transfer unit--A PTU provides

for the extension of the leading The connection, located in the right

edge devices in the event of low No. wheel well, enables concurrent filling

2 engine driven pump pressure. The of all three hydraulic reservoirs.

airplane must be in the air and the

trailing-edge flaps must be between

the 1-unit and 10-unit positions

inclusive.

SYSTEM COMMONALITY

The hydraulic system is basically the

same between the 737-200 and the

737-300, -400, and -500. The major

differences are the change from two

engine driven pumps in System A

and the two electric pumps in

System 8, to one engine driven and

one electric motor pump in each

system and the division of items

powered by system A or 8.

9-1
 Standby System

Standby

Reservoir

Left E n g i n e

Normal Normal @ Ailerons

Legend:

Normal Normal - Ai l er on Autopilot

G) Accumulator Backup

Normal Normal @ - Elevator

© Electrical Backup

Normal Normal - Elevator Autopilot

@ M a n u a l Backup

Normal Normal Standby Rudder

G) Landing Gear System

Transfer Valve
Normal Normal - Elevator F e e l
(For Landing Gear

Retraction and NG Steering)

No. 3 & 6 No. 2 & 7 - Flight Spoilers

{8) Manual Extension

- Ground Spoilers

E M P ( E l e c t r i c Motor P u m p )

Left E n g i n e Right Engine Standby Thrust Reversers

E D P (Engine Driven Pump)

Normal
,-------- TE Flaps
PTU ( P o w e r Transfer U n i t )
PTU Stan d b y
Normal
(Extension Only) LE Slats and F l a p s

Alternate Normal
- Brakes

N G , MG Actuation
- Landing Gear
NG Steering

Hydraulic System

H y d r a u l i c Systems SYSTEM A STANDBY SYSTEM

The h y d r a u l i c system is d i v i d e d into U s i n g one e n g i n e driven p u m p and The standby system, with a separate

three f u n c t i o n a l l y i n d e p e n d e n t 3000 o n e AC electric motor p u m p , system ac electric motor p u m p , is a t h i r d

psi s y s t e m s , d e s i g n a t e d A, B and A provides h y d r a u l i c power for f l i g h t source of power that is activated by

standby. Each system has its own controls, l a n d i n g gear, nose g e ar e i t h e r F L I G H T C O N T R O L switch

reservoir. The system A and B s t e e r i n g , alternate brakes, inboard and/or the ALTERNATE FLAP

reservoirs are p r e s s u r i z e d by f l i g h t s p o i l e r s , left t h r u s t reverser, s w i tc h, o n the overhead p a n e l . T h i s

regulated a i r from the e n v i r o n m e n t a l g r o u n d s p o i l e r s , and to drive the system powers the r u d d e r c on t r ol

control system to prov i d e a p o s i t i v e Power Transfer U n i t h y d r a u l i c motor. system and a l s o provides an

s u p p l y of hydraulic f l u i d to each alternate power source for one o r

p u m p -, The standby system SYSTEM B

both thrust reversers and provides

reservoir is pressurized by the f l u i d f u l l extend capability o n l y for the

U s i n g o n e e n g i n e d r i v e n p u m p and
i n the system B reservoir. Fire l e a d i n g e dge flaps and s l a t s , i n t h e
o n e ac electric motor p u m p , system
resistant f l u i d is used for m a x i m u m alternate flap m o d e .
B provides h y d r a u l i c power for
protection a g a i n s t fire.
f l i g h t c o n t r o l s , n o r m a l brakes, Both systems A and B are o n for

t r a i l i n g e d ge f l a p s , l e a d i n g e d ge n o r m a l o p e r a t i ons and the s t a n d by

f l a p s and slats, r i g h t thrust reverser, system is off.

outboard f l i g h t s p o i l e r s , alternate

nose gear steering and gear

rectraction. Pressure is also

s u p p l i e d to the Power Transfer U n i t

hydraulic p u m p .

9-2
 Hydraulics

Powered Unit Normal Hydraulic System Power Alternate Operation

F l i g h t controls

Ailerons A and B Manual Reversion

Elevators A and B Manual Reversion

Rudder A and B S t a n d b y H y d r a u l i c System

Flight Spoilers

Inboard A Outboard S p o i l e r s

Outboard B Inboard Spoilers

Ground Spoilers A

Trailing Edge Flaps B Electrical

L e a d i n g e d g e F l a p s and Slats B
Standby Hydraulic System (Extension Only)

or PTU for Autoslat and Normal Operation

Landing Gear

• M a i n and N o s e G e a r A Manual R e l e a s e and

Free Fall Extension

• Nose Wheel S t e e r i n g A B

Brakes B S y s t e m A, Brake A c c u m u l a t o r ( B )

Thrust Reverser

Left E n g i n e A Standby H y d r a u l i c System

Right Engine B S t a n d b y H y d r a u l i c System

Note:

* Transfer valve enables system B to provide pressure

only for gear retraction if the left e n g i n e is inoperative

(also nose wheel steering on the ground)

Hydraulic Power--System Distribution

System Distribution LANDING GEAR AND BRAKES THRUST REVERSERS

The left thrust reverser is powered

F L I G H T CONTROLS
A l t h o u g h systems A and B n o r m a l l y
provide d u a l hydraulic power for
the f l i g h t controls.either system
The l a n d i n g gear system has a
manual release backup system,
controlled from the f l i g h t
c o m p a rt m e n t , w h i c h a l l o w s the
l a n d i n g gear to free fall to the
by system A amd the right thrust
reverser is powered by system 8 . If
the p r i m a ry system (A o r 8) is not
a v a i l a b l e , the standby system
f u r n i s h e s hydraulic power to operate

a l o n e w i l l power the a i l e r o n s , one or both of the thrust reversers.

extended p o s i t i o n , if system A

elevators o r rudder. As an additional hydraulic pressure is not available.

or third b a c k u p , the a i l e r o n s a n d

elevators can be operated by T h e normal brake system is

m a n u a l reversion and the rudder powered from h y d r a u l i c system B

operated by the standby system. and the alternate system A. B r a k i n g

is automatically transferred to the

T r a i l i n g edge f l a p s , n o r m a l l y alternate system if hydraulic system

powered by system B , are al s o B is inoperative.

powered by an electrical backup

system for e i t h e r extension o r The normal brake system has a

retraction. The standby system brake accumulator, with f l u i d

provides an alternate means of f u l l y capacity for b r a k i n g when system B

extending the l e a d i n g edge flaps and and system A are both inoperative.

slats.

A portion of the f l i g h t s p o i l e r s

( i n b o a r d o r outboard) c o n t i n u e s to

function if e i t h e r system A o r B

pressure is not a v a i l a b l e .

9-3
 Flight Control

Switches ---==::::::::1t:----.:....;::..:.....:::..:::..;.:,_:__
Standby

System Low

Quality L i g h t

s:�� �A �B :�!' ee/�:c,,

Standby
A ON BON
Flight Control System Low
Low Pressure ALTERNATE FLAPS
Pressure Light
Lights o OFF

Alternate Flaps
OFF OFF Master Switch

ON ON
S P E E D TRIM

0 0 FAIL A

MACH TRIM

FAIL A
YAW D A M P E R

AUTO SLAT

FAIL A

OFF IA..
ON�

System A Hydraulic System B Hydraulic

Pump Switches Pump Switches

Forward Overhead Panel

System Controls PRESSURE LIGHTS F L I G H T CONTROLS/SPOILER

SWITCHES

C o n t r o l s a n d indicators for the I l l u m i n a t e s a m b e r for each p u m p

h y d r a u l i c system are located on the when pressure drops below a Control respective h y d r a u l i c system

forward overhead panel and consist p r e d e t e r m i n e d v a l u e , w h i c h is the pressure to a i l e r o n s , elevators, f l i g h t

of the f o l l o w i n g : same for a l l low pressure l i g h t s . s p o i l e r s , rudder, and feel system.

• STDBY R U D - - E i t h e r switch
ENGINE DRIVEN PUMP E L E C T R I C MOTOR P U M P
moved to t h i s p o s i t i o n t u r n s on
SWITCHES OVERHEAT LIGHTS
the standby p u m p , p r e s s u r i z e s

the standby r u d d e r power control

O N - - T h e normal position for each
e n g i n e p u m p switch, de-energizes
(closes) the s o l e n o i d d e p r e s s u r i z i n g
valve a l l o w i n g p u m p pressure to
b u i l d up and enter the system.
I l l u m i n a t e s a m b e r for each electric
u n i t , and closes the respective
motor p u m p , if the h y d r a u l i c f l u i d
f l i g h t control shutoff valve.
used to cool and lubricate the p u m p
• O F F - - H y d r a u l i c system pressure
becomes overheated.
is shut off to a i l e r o n s , e l e v a t o r s .

H Y D R A U L I C SYSTEM E N G I N E rudder and feel system. ( N o

E L E C T R I C MOTOR H Y D R A U L I C D R I V E N P U M P LOW P R E S S U R E pressure to f l i g h t s p o i l e r s ) .

P U M P SWITCHES LIGHTS • O N - - N o r m a l pressure for e i t h e r

O N - - T u r n s on the respective
electrically driven h y d r a u l i c p u m p .
system A o r 8 to f l i g h t controls
I l l u m i n a t e s a m b e r for each e n g i n e
(flight spoilers).
d r i v e n p u m p when pressure drops
• LOW P R E S S U R E l i g h t s
below a p r e d e t e r m i n e d value o r
i l l u m i n a t e a m b e r w h e n pre-­
c o r r e s p o n d i n g p u m p is depress­
determined low p r e s s u r e e x i s t s i n
u r i z e d . The l i g h t is deactivated w h e n
system A and/or system B .
respective e n g i n e fire h a n d l e is

pulled.

9-4
 Hydraulics

Hydraulic Brake

Pressure Indicator

Hydraulic System

Pressure Indicators

QID•)

�
PSI
· 11 ; � 1 - ac��
§

C D

�
lg�

m
''PRESS

. l �

0
0

Hydraulic Hydraulic

System A System B

Quantity Quantity

Center Main Panel

ALTERNATE FLAPS SWITCH H Y D R A U L I C SYSTEM P R E S S U R E SYSTEM R E S E R V O I R

DISPLAYS ( E I S ) QUANTITIES (EIS)

ARM-Turns on standby p u m p ,

t r a i l i n g e d g e flap bypass valve Displays h y d r a u l i c system A and B The reservoir quantities for systems

moves to the "by-pass" p o s i t i o n , press ur e s. When both p u m p s for A and B are displayed d i g i t a l l y i n

arms the alternate flaps control respective system are off, indicator percent of f u l l . The refill level is 88%.

switch and the standby p u m p low w i l l read zero p r e s s u r e .

pressure l i g h t . System A (center m a i n p a n e l )

• N o r m a l p r e s s u r e : 3000 p s i .

• 100%-Full: 4.8 U . S . gallons ( 1 8 . 2

• M a x i m u m pressure: 3500 p s i .
STANDBY LOW QUANTITY L I G H T
liters).

HYDRAULIC BRAKE P R E S S U R E • 88%-Refill: 4.2 U . S . gallons ( 1 5 . 9

I l l u m i n a t e s a m b e r when the standby
INDICATOR liters).
h y d r a u l i c reservoir f l u i d quantity is at

o r less t h a n 50% f u l l .
Indicates brake a c c u m u l a t o r System B (center ma i n p a n e l )

STANDBY SYSTEM LOW
PRESSURE LIGHT
I l l u m i n a t e s amber if operating
standby p u m p pressure is low. L i g h t
is activated when either FLT
CONTROL switch is pos i ti oned to
pressure . A l so indicates
• 1 0 0 % - F u l l : 7.2 U . S . g a l l o n s (27.2
a c c u m u l a t o r precharge w he n the
liters).
a c c u m u l a t o r is d i s c h a r g e d .
• 88%-Refill: 6.4 U . S . g a l l o n s (24.2
• Normal p r e s s u r e : 3000 p s i .
liters).
• Normal precharge pressure:
Standby System ( P S overhead
1000 psi.
panel)

STBY R U D , or the ALTERNATE

FLAPS switch is positioned to Capacity 2 . 8 U . S . g a l l o n s ( 1 0 . 6

"ARM", o r the standby system has liters).

been activated automatically.

Low quantity l i g h t i l l u m i n a t e s at and

below 1 . 4 g a l (50% of f u l l ) .

9-5
 System A Reservoir

Pressure System A E M P
Module System A
System B E M P

Reserver Pressurization Module

System B P r e s s u e M o d u l e

System B
Standby Hydraulic Fluid

Pressure Shutoff Valve

Module (to EDP)

Standby E M P

Case Drain Filter

��--..)��e��� PressureFill

Connection

Reservoi(FiU

Pressure Filter

System B Return

Filter Module

PTU Pressure Filter

Power

Transfer

Unit (PTU)
Standtiy

SystemEMP

Hydraulic Power Systems Component Locations

9-6
 Hydraulics

Servicing Maintenance H i g h r e l i a b i l i t y is also achieved

t h r o u g h modular units which simplify

F i l l i n g a l l three h y d r a u l i c reservoirs
is a c c o m p l i s h e d at a c o n v e n i e n t
s i n g l e p o i n t pressure f i l l c o n n e c t i o n ,
o r u t i l i z i n g a m a n u a l h a n d p u m p and
h o s e , located in the r i g h t m a i n g e a r
wheel w e l l . The system B reservoir
is f i l l e d t h r o u g h the balance l i n e
c o n n e c t i n g system B reservoir to the
standby reservoir. The standby
r e s e rv o i r is f i l l e d first. W h e n the
system B quantity i n d i c a t o r shows
H y d r a u l i c system s u p p l y a n d power
components are e a s i l y reached.
Most of these are located i n the
w h e e l w e l l s (reached from g r o u n d
level) and i n c l u d e system A and B
electric motor p u m p s , t h e standby
p u m p , reservoirs for a l l three
systems, system A , B , and standby
pressure m o d u l e s , filters a n d the
h y d r a u l i c s e rv i c i n g s t a t i o n . Systems
A and B e n g i n e d r i v e n p u m p s are
f l u i d h a n d l i n g and reduce the
n u m b e r of f i t t i n g s r e q u i r e d . The
system A p r e s s u r e m o d u l e is s h o w n
as an e x a m p l e (see next p a g e ) . It
c o n s i s t s of two pressure f i l t e r s , two
c h e c k valves, two pressure switches
and a pressure relief valve. Use of
this modular assembly eliminates a
total of 1 4 tubes and 32 h y d r a u l i c
connections.

f u l l , both system B a n d standby located o n the left and r i g h t e n g i n e , The e n t i r e m o d u l e may be replaced

reservoirs are serviced. Both respectively. o r i n d i v i d u a l components may be

reservoirs are serviced from the f i l l replaced without removing the

selector valve. The system A M a i n t e n a n c e r e q u i r e m e n t s are kept m o d u l e . M a n i f o l d s and swivel f i t t i n g s

reservoir is f i l l e d i n d e p e n d e n t of the to a m i n i m u m as a result of careful have e l i m i n a t e d the use of banjo­

system B and standby system d e s i g n and incorporation of type fittings and other components

reservoirs. The system A reservoir is technological i m p r o v e m e n t s . For that do not have an equivalent h i g h

f i l l e d directly from the f i l l selector e x a m p l e , l o w - f r i c t i o n , l o n g - l i f e Teflon standard of reliability.

valve. The s u p p l y is n o r m a l l y and ethylene propylene seals are

r e p l e n i s h e d u s i n g a standard used extensively t h r o u g h o u t the Steel t u b i n g and fittings with

pressurized g r o u n d cart. system. f l a r e l e s s u n i o n s and swaged sleeves

are used for a l l h i g h - p r e s s u r e

A h a n d p u m p is installed at the applications.

h y d r a u l i c service station, for f i l l i n g

the reservoirs, when h y d r a u l i c

g r o u n d s e rv i c i n g e q u i p m e n t is not

a v a i l a b l e . A direct reading

mechanical g a g e , located on the A

and B reservoirs is monitored d u r i n g

s e rv i c i n g . This permits hydraulic

s e r v i c i n g w h e n electrical power is

not available.

F l u i d filtration d u r i n g both f i l l i n g

and normal operation of the system

enhances the r e l i a b i l i t y of the

h y d r a u l i c system. A 3-micron filter is

used i n the pressure f i l l i n g system

and 1 5 - m i c r o n filters are used

t h r o u g h o u t the system, except for

2 0 - m i c r o n filters used i n the case

d r a i n l i n e s . I n d i v i d u a l filters w i t h i n

the system provide a d d i t i o n a l

filtration for critical areas, s u c h as

fl i g h t control power u n i t s .

9-7
 To E n g i n e N o . 1
Thrust R e v e r s e r

To System P r e s s u r e Transmitter

( F o r Center M a i n Panel E I S Display)

To Alternate
Brake Source
S e l e c t o r Valve
and S p o i l e r
Pressure L i n e
Control Valve
From Left E n g i n e E D P

(Tubing Not Shown)

E D P C h e c k Valve To L a n d i n g Gear
Transfer Valve

To Flight Qontrdl ··

M o d u l e (Not Shown)

Note: .

E D P : Engine Driven Pump To Return Filter Module

EMP: ElectricMotorPump
� E M P Pressure Filter �FWD
PTU: Power Transfer Unit
To PTU

System A Pressure Module (system B similar)

SYSTEM A P R E S S U R E M O D U L E transmitter. T h i s s e n s i n g l i n e is

downstream of both o n e way check

The p r e s s u r e m o d u l e filters and valves so as to indicate system

d i s t r i b u t e s E D P and E M P p u m p pressure and not i n d i v i d u a l p u m p

pressure to u s e r s y s t e m s . T h e pressure. The pressure from the

m o d u l e is located on the forward transmitter is sent to the center m a i n

bulkhead of the left m a i n gear w h e e l p a n e l Secondary E I S display, in the

w e l l . The pressure m o d u l e c o n s i s t s f l i g h t c o m p a rt m e n t . Components

of a h o u s i n g c o n t a i n i n g c a rt r i d g e can be i n d i v i d u a l l y replaced i n the

type pressure f i l t e r s , p u m p low module.

pressure w a r n i n g switches, a

pressure relief valve, c h e c k valves,

and fittings for attaching system

t u b i n g . A non-bypass c a rt r i d g e type

filter, in the pressure l i n e from each

p u m p , filters the f l u i d before it is

delivered to the user systems. It

consists of a n o n - c l e a n a b l e f i l t e r

element i n s i d e a metal b o w l . A

check valve is i n s t a l l e d downstream

of each p u m p pressure filter and

each p u m p low pressure w a r n i n g

switch to isolate them from the

pressure output of the opposite

p u m p . A pressure s e n s i n g t u b e ,

extending up from the m o d u l e , is

connected to a system pressure

9-8
t

... _.

-..

... . <L.i"

�···· ··-'
 L a n d i n g Gear

Features PRESSURE-MODULATED • M a i n Landing Gear

ANT/SKID SYSTEM

MAIN GEAR DOORS ARE • Nose L a n d i n g Gear

ELIMINATED Allows maximum braking for various

runway conditions. • Tires, Wheels, and Brakes

A rubber blade seal, mounted

around each wheel well opening, AUTOBRAKE SYSTEM • Brake System

seals around each outboard wheel

When selected, provides automatic • A n t i s k i d System

when the gear is retracted. The

seals create an aerodynamic seal brake application on landing or upon

• Autobrake System
and eliminate main gear doors, refused takeoff (RTO) initiation.

associated linkages, and actuators.

• L a n d i n g Gear Controls
NOSE WHEEL STEERING

INTERCHANGEABLE RIGHT AND

• Brake Controls
Seven degrees each direction using
LEFT MAIN GEAR COMPONENTS
the rudder pedals and 78 degrees

Interchangeable components reduce each direction using the captain's

spares inventory. side panel steering wheel.

DUAL INDEPENDENT HYDRAULIC

BRAKE SYSTEMS

Hydraulic System B operates the

normal braking system. Hydraulic

System A is the primary backup,

and the accumulator acts as

secondary backup.

10-1
 Reaction L i n k

Up lock

Actuator

v:JIII'�,....-:... U p l o c k D o w n l o c k Actuate

ook Main Gear Actuator

Rubber

Blade

Seals

Inner Door

Main Gear Axle

S h i m m y Damp.er
. . Jacking Points (Not Shown) ¢] ·
Torsion L i n k s � � OUTBOARD

FWDV�INBOARD

Main Gear Components

M a i n L a n d i n g Gear C o m p o n e n t s of the main l a n d i n g and stresses on the m a i n l a n d i n g

gear are d e s i g n e d to provide gear s u p p o rt i n g structure are

The m a i n g e a r is a s i m p l e , d u a l ­ m a x i m u m service life and m i n i m u m decreased.

w h e e l , c o n v e n t i o n a l l a n d i n g gear spares inventory. The s i m p l i f i e d

s p e c i f i c a l l y d e s i g n e d to increase g e o m e t ry of the m a i n gear has The 737-400 m a i n l a n d i n g gear

o p e r a t i o n a l r e l i a b i l i t y and m i n i m i z e resulted i n identical right and left s h o c k strut differs s l i g h t l y from the

maintenance. gear c o m p o n e n t s . -300 and -500 i n that it has a one

i n c h l o n g e r stroke and s l i g h t l y t h i c k e r

The main g e a r retracts up and S i m p l i f i e d m a i n gear d e s i g n and strut w a l l .

inboard into the wheel w e l l . The installation offer the operator the

inboard side of the outboard t i r e , i n f o l l o w i n g advantages. Nose L a n d i n g Gear

the up and locked position, fairs with

• E l i m i n a t i o n of a m a i n gear doors
the c o n t o u r of the a i r p l a n e (blade The nose gear is a conventional
reduces parts and provides easy
seals) to form the main gear wheel dual-wheel type w h i c h retracts
access to the m a i n gear w h e e l
well c l o s u r e . As a result, l a n d i n g forward a n d up into the nose gear
well.
gear doors and associated l i n k a g e s well.
• M a n u a l gear release from the
and actuators are not r e q u i r e d .
f l i g h t c o m p a rt m e n t initiates gear Features of the nose gear
C l o s u r e is completed by blade seals
free f a l l to the down and locked installation i n c l u d e :
w h i c h fits a r o u n d the outboard
position. • A s i n g l e up and down lock l i n k
wheels when the gear i s retracted.
operated by a s i n g l e actuator.
The only doors used on the m a i n
737s are e q u i p p e d with a soft-stroke
gear i n s t a l l a t i o n are s m a l l
m a i n l a n d i n g gear. The a i r - o i l shock • Two c l a m s h e l l doors are
segmented dooors attached to the
strut metering p i n is d e s i g n e d to m e c h a n i c a l l y actuated by
shock strut and h i n g e d to the w i n g .
reduce the peak f l u i d acceleration b e l l c r a n k s and p u s h r o d s . The
The doors enclose the s p a n w i s e
over a greater l e n g t h of stroke, so doors remain open any time the
w i n g cavity when the gear is
that p a s s e n g e r comfort is improved gear is extended.
retracted.

10-2
 L a n d i n g Gear

Up/Down Lock L i n k U p p e r Drag

Nose Gear Door Brace L i n k
M e c h a n i s m - -+-- - - - - -, Nose G e a r

Door M e c h a n i s m
Lower Drag

Brace L i n k

Nose
Wheel Well
Door (Typ)

Trunnion
Upper Torsion Link

Steering
Cylinder
Steering Cylinder(2)
Lower Torsion Link

Nose Gear Shock Strut

Towing Lug ___,,._____.::......__

J a c k i n g Point

Side View Front View

Nose Gear Components

• I n t e g r a l s h i m m y d a m p i n g by N o s e g e a r s t e e r i n g is h y d r a u l i c a l l y

t r a n s m i t t i n g nose g e a r torsion powered by system A t h r o u g h the

loads directly into the nose gear l a n d i n g gear hydraulic down l i n e .

hydraulic steering c y l i n d e r s . Hydraulic System B can be used as

an alternate steering pressure

• Nose gear steering t h r o u g h the
source.
rudder pedals (7 d e g r e e s ) .

• Nose ge a r steering u s i n g the

Steering is controlled by the steering
steering wheel located on
wheel on the captain's s i d e p a n e l , or
the captains side panel
by the rudder pedals. U s i n g the
(78 degrees).
steering w h e e l , 78 degrees of

• Nose gear steering control, on steering i n each direction is

the copilot's s i d e p a n e l , is available. Rudder pedal steering

Gear in Transit available. provides 7 degrees each direction

for small d i r e c t i o n a l c h an g es d u r i n g
U t i l i z a t i o n of the s t e e r i n g
takeoff, l a n d i n g , and t a x i i n g . The
depressurization valve allows nose
steering wheel overrides the r u d d e r
gear towing t h r o u g h o u t the f u l l
pedal i n p u t . R u d d e r pedal s t e e r i n g is
steering range with system A
deactivated 1 O seconds after the
pressurized and without
nose gear strut becomes extended
d i s c o n n e c t i n g the t o r s i on l i n k s .
(air/ground s e n s i n g ) . C e n t e r i n g

cams i n s i d e the nose gear strut

center the gear before retraction.

Note:

Door·Actuationtihks

Not Included for'Clarity

10-3
 Brake
Mounting
Bolt and
Washer
( 1 0 Places)
Hubcap Fairing
(Outbd Wheels Only)
� FW D
Main Gear Wheel and Brake Components
Tires, Wheels, and Brakes
STANDARD
The standard m a i n g e a r wheel uses
tire s i z e H 4 0 x 1 4 . 5 - 1 9 and the
standard nose g e a r w h e e l u s e s tire
size 2 7 x 7 . 7 5 - 1 5 . A l a r g e r m a i n gear
tire s i z e , H 4 2 x 1 6 - 1 9 , is o p t i o n a l on
the - 3 0 0 , - 5 0 0 and i s standard for the
1 5 0 , 5 0 0 - p o u n d 737-400.
Four-rotor steel brakes are basic on
the 737. A five-rotor steel brake is
required for the 1 5 0 , 5 0 0 - p o u n d 737-
400 if certified u n d e r British (CAA)
r u l e s . The five-rotor brake is
available as an option for the 737-
400 for FAA operators.
W h e e l s are made from forged
a l u m i n u m alloy a n d are d e s i g n e d
for a service life of 50 000 m i l e s
(80 000 k m ) . Fuse p l u g s are
incorporated in the m a i n gear
wheels as safety valves to release
a i r pressure i n the tires if excessive
10-4
Pressure Port
Brake wear
Indicator Pin
(2 places)
Anvil
Bleeder
Valves
heat is generated by u n u s u a l • Autobrakes for l a n d i n g or refused
braking conditions. takeoff (RTO)
• H y d r a u l i c brake l i n e fuses to l i m i t
Brake System
f l u i d loss f o l l o w i n g a f a i l u r e (leak)
downstream of the f u s e .
The brake system consists of m u l t i ­
disc brakes for each main gear
D u r i n g gear retraction, b r a k i n g
w h e e l . H y d r a u l i c System B operates
pressure is a p p l i e d automatically to
the normal b r a k i n g system.
the m a i n gear w h e e l s to stop wheel
H y d r a u l i c system A is the p r i m a ry
rotation after takeoff. This b r e a k i n g
backup and is automatically selected
process is accomplished via the
by the alternate brake selector valve
connection between the l a n d i n g
if System B f a i l s . The a c c u m u l a t o r is
gear u p l i n e s (System A and the
the secondary backup and is auto­
alternate brake system (System A ) .
matically selected by the accumu­
Nose wheel rotation is stopped by
lator isolation valve if both the A and
s n u b b i n g pads in the w h e e l w e l l .
B systems f a i l . The brake System
provides the f o l l o w i n g features:
• S i m p l i f i e d brake service and
maintenance requirements.
• D i r e c t i o n a l control t h r o u g h
differential braking (loss of both
h y d r a u l i c systems).
• Identical brake control from e i t h e r
p i l o t station.
• F u l l a n t i s k i d protection.
 L a n d i n g Gear

Gear "Up"
Pressure

(Sys1em A)

To System (A)

Return

System B Pressure

System B Return

System A Return

System A Pressure

Gear Up Pressure Right Wheel Brakes

Brake and Antiskid Systems

Antiskid System control valves. ( F o u r n o r m a l a n d two G r o u n d test features are b u i l t into

alternate a n t i s k i d v a l v e s . ) Antiskid the a n t i s k i d control u n i t for m a i n t ­

Provides m a x i m u m braking protection is provided for i n d i v i d u a l e n a n c e p u r p o s e s . The a n t i s k i d

capability to accommodate the wheels when i n the N O R M A L brake control unit front panel i n c l u d e s

various runway c o n d i t i o n s . T h i s is system. Also for the p a i r of w h e e l s a n t i s k i d system fault i s o l a t i o n prov­

a c c o m p l i s h e d by a modulating on the same l a n d i n g gear when i s i o n s ( n o r m a l and alternate), auto­

a n t i s k i d system that senses u t i l i z i n g System A pressure, through brake test capability, a n d l i g h t s to

i n d i v i d u a l wheel speed d u r i n g the alternate antiskid valves, if assist i n trouble s h o o t i n g .

l a n d i n g ground roll and automatically System B i s inoperative.

controls brake pressure to each

wheel. The a n t i s k i d ON/OFF switch is

c o m m o n to both normal and

The antiskid system o p t i m i z e s alternate braking systems. T u r n i n g

braking by r e d u c i n g brake pressure the a n t i s k i d switch to O F F turns off

when the pilot or autobrake system antiskid protection to all wheels and

c o m m a n d s pressure i n excess of i l l u m i n a t e s the A N T I S K I D I N O P

that required. The control u n i t l i g h t . If an antiskid system fault is

analyzes wheel s e n s o r i n p u t s and detected d u r i n g normal f l i g h t

sends appropriate s i g n a l s to the operations the A N T I S K I D I N O P l i g h t

antiskid valves w h i c h reduce the w i l l i l l u m i n a t e r e m i n d i n g the pilots

metered pressure s u p p l i e d from the that f u l l a n t i s k i d protection may not

brake metering valves (pilot i n p u t ) or be available. The a n t i s k i d system

the autobrake system. contains self-test features.

The system consists of four

i n d i v i d u a l wheel speed transducers,

one control u n i t , and six antiskid

10-5
 Landing Gear I n Transit

Indicator Lights (Red)

Landing Gear Down and Locked

Indicator Lights

Access Door

Landing Gear

Warning Horn

Cutout Button

Right Main

Gear.

FWD�

Left Main
Gear

�
Manual Release

Handles On Flight

Compartment Floor

Behind First Officer

Center Main Panel

Landing Gear Controls and Indication

L a n d i n g Gear Controls edge flaps are extended and the

throttle(s) retarded. The horn is

L a n d i n g g e a r controls on the c e n t e r deactivated w h e n a l l gear are down

p a n e l c o n s i s t of the f o l l o w i n g . and locked.

L A N D I N G G E A R INDICATOR LANDING GEAR WARNING HORN

LIGHTS CUTOUT BUTTON

A red and green i n d i c a t o r l i g h t is Located on the control stand, t h i s

provided f o r each g e a r . button s i l e n c e s the w a r n i n g horn

d e p e n d i n g on T . E . flap position and

The red l i g h t i l l u m i n a t e s w h e n :
t h r o t t l e ( s ) . The w a r n i n g horn cannot

• The gear is not down and be s i l e n c e d w h e n the gear is not

locked and e i t h e r throttle is down and the T . E . flaps are greater

retarted to i d l e . than 1 5 u n i t s . The l a n d i n g gear must

• Gear p o s i t i o n does not agree be down for the horn to be s i l e n c e d

with the l a n d i n g g e a r lever automatically when the flaps are

position. greater than 1 5 u n i t s .

The g r e e n i n d i c a t o r l i g h t i l l u m i n a t e s MANUAL RELEASE HANDLES

when the respective g e a r is down

A l l l a n d i n g gear can be m a n u a l l y
and locked.
released via three separate release

LANDING GEAR WARNING HORN h a n d l e s located i n the f l i g h t

c o m p a rt m e n t f l o o r i m m e d i a t e l y

Activated when any l a n d i n g gear is b e h i n d the First Officer.

not down a n d locked, w i n g t r a i l i n g

10-6
 L a n d i n g Gear

. / Hydraulic Brake
, Pressure Indicator

First Officer's Panel

ANTISKID
Antiskid I n o p e r a t i v e

Light (Amber)

Antiskid Control
Switch

AUTO B R A K E

Autobrake
AUTO BRAKE

DISARM A Disarm L i g h t
Landing
(Amber)
Autobrake 2
Gear
S e l e c t Switch · Warning

Horn
'@3
OFF MAX
Parking Brake Light(Red) Cutout

Button
RTO

Control Stand

Center M a i n . Panel

Brake Controls and Indication

Brake Controls/Indication Autobrake System e x c e e d i n g 750 p s i . W h e n stopping

on normal runway surfaces the

Brake controls and i n d i c a t i o n consi st A d i g i t a l automatic brake system autobrake system w i l l reduce brake

of the f o l l o w i n g : provides automatic brake a p p l i c a t i o n pressure if reverse thrust is used so

on l a n d i n g or upon RTO i n i t i a t i o n . that total deceleration, u s i n g reverse

The o n l y brake item on the first The automatic brake system thrust and b r a k i n g , is e q u a l to the
officer's panel is the : regulates deceleration level: 1 , 2 , 3 , selected d e c e l e r a t i o n .

MAX (for l a n d i n g ) or RTO (rejected

H Y D R A U L I C BRAKE P R E S S U R E AUTOBRAKE D I S A R M L I G H T
takeoff).
INDICATOR

The automatic brake system is I l l u m i n a t e s amber w h e n

Indicates n o r m a l , alternate or
armed when the autobrake selector autobraking is selected a n d a
accumulator pressure via the
switch, on the center p a n e l , is i n the malfunction exists in the automatic

a c c u m u l a t o r brake. Normal pressure

1 , 2 , 3 , MAX or RTO p o s i t i o n . braking system or t h e a n t i s k i d

is 3000 p s i . Precharge pressure is

system, w h i c h causes the

1000 psi. Upo n l a n d i n g with the autobrake autobrake system to s h u t d o w n . Also

system armed, the brakes w i l l be the system can be m a n u a l l y

ANTISKID INOPERATIVE LIGHT
automatically a p p l i e d . For automatic disarmed by a p p l y i n g (foot pedal)

RTO b r a k i n g , the autobrake selector brakes.

I l l u m i n a t e s a m b e r w hen a system
switch is placed i n the RTO position
fault is detected by the automatic
A U T O B R A K E S E L E C T O R SWITCH
p r i o r to takeoff g r o u n d roll.
a n t i s k i d m o n i t o r i n g system.

The automatic brakes w i l l bring the Pe r mi t s selection of the desired level

A N T I S K I D C O N T R O L SWITCH
a i r p l a n e to a complete stop u n l e s s of automatic b r a k i n g and arms the

I n the O F F position, antiskid b r a k i n g is terminated by t u r n i n g the system.

protection for all wheels is d i s a b l e d autobrake switch to OFF, p l a c i n g the

Brake controls on the control stand
and the A N T I S K I D I N O P l i g h t w i l l speed brake lever d o w n , o r m a n u a l
consist of the f o l l o w i n g :
illuminate. (left or right) b r a k i n g pressure

10-7
Control Stand

PARKING BRAKE WARNING

LIGHT

I l l u m i n a t e s red when p a r k i n g brake

shutoff valve is i n the closed position

(a result of the parking brake lever

pulled).

PARKING BRAKE LEVER

Par k i n g brake is set by d e p r e s s i n g

the brake pedals and p u l l i n g out the

p a r k i n g brake lever. The p a r k i n g

brake l i n k a g e latches the brake

pedal l i n k a g e i n the depressed

p o s i t i o n , and causes t h e p a r k i n g

brake w a r n i n g l i g h t to i l l u m i n a t e

w h e n the p a r k i n g brake valve c l o s e s .

10-8
ontros
 F l i g h t Controls

Features AUTOPILOT WITH CONTROL • Lateral ( R o l l ) Control and

WHEEL STEERING Speed Brakes

EFFECTIVE, EFFICIENT HIGH­

LIFT DEVICES D e s i g n e d for m a x i m u m control and • Directional (Yaw) Control

c o n v e n i e n c e w h i l e the a u t o p i l o t is

Provide increased lift at slower e n g a g e d . A i l e r o n s and Elevators • L o n g i t u d i n a l ( P i t ch ) Control

speeds for takeoff and landing. only.

• H i g h Lift Devices (T.E. Flaps

DUAL HYDRAULICALLY AUTOMATIC SPOILERS FOR and L E . Devices)

POWERED AILERONS ANO LANDING

ELEVATORS WITH MANUAL • Trim Control (Yaw, Pitch, Roll)

BACKUP Spoilers are automatically extended

• F l i g h t Control Switches,
on landing due to touchdown

Ailerons and elevators are operated Indicators and Levers

(air/ground sensing) and/or wheel

by hydraulic systems A and/or B, spinup.

with manual reversion as a simple

mechanical backup system in the AUTOMATIC SPOILERS FOR

event of a loss of both hydraulic REFUSED TAKEOFF (RTO)

systems.

Spoilers are automatically extended

DUAL HYDRAULICALLY when the airplane's speed exceeds

POWERED RUDDER WITH a predetermined value and either

SEPARATE STANDBY reverse thrust lever is in reversed

HYDRAULIC POWER thrust position.

The rudder is operated by hydraulic

systems A and/or B or the standby

hydraulic system in the event of a

loss of one or both hydraulic

systems.

ELECTRIC STABILIZER TRIM

WITH MANUAL BACKUP

Longitudinal trim via a main electric

dual speed trim motor and an

autopilot dual speed trim motor, with

manual stabilizer trim control wheels

as a backup.

HYDRAULIC OPERATION FOR

THE HIGH LIFT SYSTEMS WITH

ELECTRIC AND STANDBY

SYSTEM BACKUP

The T . E . flap system and the L E .

flap/slat system operate from

h y d r a u l i c system B , with an electric

motor backup for the t r a i l i n g edge

flaps and the standby h y d r a u l i c

system as backup for leading e d g e

flap /slat system.

11-1
 Trim Indicator

(Top of Both Columns)

\
_ . . ...l

Balance Tab (Typ)

Aileron Power

Aileron (Typ Control Unit (2)

Lateral (Roll) Control System

The 737 features a m o d e r n powered

f l i g h t control system p r o v i d i n g

excellent f l i g h t characteristics and

s h o rt field performance. Experience

from previous Boeing jet transports

has been incorporated in t h i s

advanced flight control system w h i c h

features ailerons and f l i g h t s p o i l e r s

for lateral control ( r o l l ) , elevators and

a movable horizontal st a b i l iz e r for

l o n g i t u d i n a l control ( p i t c h ) , rudder

and yaw damper for directional

control (yaw), speed brakes for f l i g h t

and ground aerodynamic b r a k i n g ,

and h i g h - l i f t devices to provide lift at

the slower speeds for takeoff and

landing.

P r i m a ry f l i g h t controls ( a i l e r o n s ,

elevators, rudder), are n o r m a l l y

powered by both hydraulic systems

A and B. Either hydraulic system,

LeatHngEdge Flaps (Typ)
a l o n e , w i l l power a l l p r i m a ry control

s u rf a c e s . I n the event that both

h y d r a u l i c system A and 8 pressure

is not available, a i l e r o n and elevator

control changes to a s i m p l e
Flight Controls

11-2
 F l i g h t Controls

Ground Spoiler

Bypass Valve

(Operated By

Teleflex Cable-Right Gear)

Speed Brake Lever

Speed Brake
Note: Quadrant and

F l i g h t Spoilers: Electric Actuator

2, 3, 6 and 7
Ground Spoilers:
0, 1 , 4, 5, 8 and 9

Spoiler System

mechanical backup system ( m a n u a l Aileron trim is accomplished with the G r o u n d spoilers are also provided

reversion). The rudder is powered by a i l e r o n t r i m switches o n the aft e n d o n the w i n g . Two p a n e l s are

the standby hydraulic system as a of the pilots' control stand. The t r i m outboard of the f l i g h t spoilers a n d

backup. switches command an electro­ a n o t h e r p a n e l is inboard of the

mechanical l i n e a r actuator which e n g i n e nacelle. G r o u n d spoilers are

Lateral ( R o l l ) Control and Speed repositions the feel and centering powered by hydraulic system A . A

Brakes m e c h a n i s m . Artificial feel for lateral g r o u n d s p o i l e r bypass valve

Lateral control is provided by an
aileron and two f l i g h t spoilers on
each w i n g w h i c h are controlled by
either control wheel i n the flight
deck. The Captain's cable system is
the normal i n p u t path.
The a i l e r o n s are powered by two
i n d e p e n d e n t h y d r a u l i c power
control u n i t s , one connected to
h y d r a u l i c system A and the other to
system 8 . E i t h e r u n i t a l o n e is
capable of providing f u l l - r a n g e
control is provided by the feel and connected to the right main gear
centering c a m , roller and s p r i n g . strut permits t h e i r use only on the
g r o u n d . Used with the f l i g h t s p o i l e r s ,
Two f l i g h t s p o i l e r s on each wing
they q u i c k l y reduce lift at touchdown
operate i n c o n j u n c t i o n with the
and increase the effectiveness of the
a i l e r o n s . The outboard flight spoilers braking system. The extended
are operated by hydraulic system B s p o i l e r s also increase aerodynamic
and the inboard s p o i l e r s by system
drag to assist i n a c h i e v i n g a s h o rt
A . The f l i g h t s p o i l e r s also act as stopping distance.
efficient i n f l i g h t speed brakes that
may be extended on both w i n g s
s i m u l t a n e o u s l y . Aerodynamic
forces, overriding actuator h y d r a u l i c
pressure, l i m i t s p o i l e r p a n e l

lateral control. With a loss of extension to the a m o u n t appropriate

hydraulic power, lateral control is for the a i r p l a n e ' s s p e e d .

maintained by reverting to m a n u a l

control. Control forces are m i n i m i z e d

by a i l e r o n balance tabs and balance

panels.

11-3

Detail A
(First Officier's Similar)
See
Detail A
Directional (Yaw) Trim and Control System
A l l ( g r o u n d and f l i g h t ) s p o i l e r s are
operated on the g r o u n d i n e i t h e r an
automatic (actuator) o r m a n u a l
(lever) mode. A l l s p o i l e r p a n e l s
extend automatically u n d e r t h e
following landing conditions:
• Lever i n armed p o s i t i o n and no
faults i n system.
• R i g h t m a i n gear shock strut
c o m p r e s s i o n at touchdown
opens ground s p o i l e r bypass
valve, via a teleflex c a b l e .
• Actuation l o g i c is provided upon
l a n d i n g from e i t h e r an operable
a n t i s k i d system (wheel speed) o r
the air/ground l o g i c w h i c h is
actuated by r i g h t m a i n gear
shock strut c o m p r e s s i o n .
11-4
Feel and
Centering Unit
Trim Control and Indicator
(Aft Section of the Center Isle Stand)
Aft Input Quadrant
The f l i g h t crew retains f u l l override
authority over the auto s p o i l e r
system by the s i m p l e act of m a n u a l l y
p o s i t i o n i n g the speedbrake lever.
A l l s p o i l e r p a n e l s automatically
retract, after automatic e x t e n s i o n ,
w h e n e i t h e r thrust lever is advanced.
A l l s p o i l e r p a n e l s are automatically
extended for a refused takeoff w h en
e i t h e r reverse thrust lever is
actuated a n d a i r p l a n e velocity
exceeds a p r e d e t e r m i n e d v a l u e .
Speed brakes are extended i n f l i g h t
(flight s p o i l e r s o n l y ) by moving the
speed brake lever anywhere up to
a n d i n c l u d i n g the f l i g h t detent
position. A mechanical spoiler
mixer/ratio c h a n g e r u n i t , i n the
system, can program an appropriate
s p o i l e r p a n e l extension on each
w i n g , a c c o r d i n g to w h e t h e r a
c o m b i n e d control w h e e l and speed
brake lever i n p u t exists, o r w h e th e r
they exist separately.
Rudder
Main
Rudder PCU
(Both A and
B Systems)
Detail B
Directional (Yaw) Control
D i r e c t i o n a l control is provided by
m a n u a l r u d d e r pedal i n p u t s t h r o u g h
a h y d r a u l i c a l l y powered c o n v e n t i o n a l
r u d d e r ( n o t a b s ) . E i t h e r p ilot 's p e d a l s
operate the aft control q u a d r a n t
through cables. A s i n g l e hydraulic
power control u n i t is connected
directly to the r u d d e r and is n o r m a l l y
powered by both h y d r a u l i c systems
A and B . The pcu operates t h r o u g h a
d u a l load path m e c h a n i c a l l i n k a g e
operated by e i t h e r the r u d d e r p e d a l s
o r the yaw d a m p e r system. B a c k u p
r u d d e r control is provided by a
separate standby system actuator.
Any o n e of the three h y d r a u l i c power
sources w i l l e n s u r e effective r u d d e r
c o n t r o l . I n c o r p o r a t i o n of the standby
h y d r a u l i c system, as a b a ck up,
a l l o w s s i m p l i f i c a t i o n of the r u d d e r
control system by e l i m i n a t i n g the
need for r u d d e r t a b s , balance p a n e l s
and lockout m e c h a n i s m s .
 Flight Controls

Autopilot Actuator Mach Trim

System B Actuator

First Officer's

Input Quadrants

Feel and Centering U n i t

Captain's Cable

Input· Quad rants

Detail A

Longitudinal (Pitch) Control System

The r u d d e r is a l s o controlled by a Longitudinal (Pitch) Control With both system A and B hydraulic

yaw d a m p e r system. T h i s system power off, the elevator control

operates t h r o u g h system B w i t h i n The elevators are powered by two system is operated by m a n u a l

the m a i n power control u n i t . The yaw i n d e p e n d e n t hydraulic power control reversion.

d a m p e r system operates u n i t s . One actuator is powered by

i n d e p e n d e n t l y of the pilot's control system A and one by system B. The a i r p l a n e s incorporate a (stick­

system and does not result i n E i t h e r power control unit can provide shaker) stall w a r n i n g system which

feedback to the rudder p e d a l s . f u l l pitch control by operating both provides the pilot with positive

elevators. i n d i c a t i o n that the a i r p l a n e is

R u d d e r t r i m operates t h r o u g h an a p p r o a c h i n g a stall. An electrically

e l e c t r o m e c h a n i c a l actuator Pilot i n p u t to the power control u n i t s operated motor attached to each

c o n t r o l l e d by the t r i m knob on the aft is from the control c o l u m n s t h r o u g h control c o l u m n , shakes the c o l u m n

section of the a i s l e s t a n d . a d u a l cable system and an i n p u t w h e n the a i r p l a n e approaches a stall

torque t u b e . An output torque tube condition.

The actuator repositions the feel and connects both power control u n i t s to

c e n t e r i n g m e c h a n i s m to a new both elevators. A h y d r a u l i c feel

neutral point w h i c h i n t u r n system provides control c o l u m n

repositions the r u d d e r (power control forces p r o p o rt i o n a l to airspeed and

unit) proportionately. The s t a b i l i z e r p o s i t i o n . Airspeed

mechanical feel and centering u n i t ( d y n a m i c Q) pressure and sta bil i ze r

provides for pilot feel forces and p o s i t i o n are sensed by an elevator

system c e n t e r i n g . feel computer to provide the

appropriate control c o l u m n

(h y d r a u li c feel) forces.

11-5
 Stabilizer

(Center Section)

Support Structure
Main Electric
Dual S p e e d
Trim Motor

Stabilizer Drive Gearbox

Autopilot Dual S p e e d
Trim Motor

Trim
Aft Cable Drum
Position
Indicators

(Not Shown)

Column
Switching
Module

Forward

Cable Drum

Detail A

S e e Detail A

Longitudinal Trim and Control System

L o n g i t u d i n a l trim is provided by a M a n u a l s t a b i l i z e r trim control w h e e l s H i g h Lift Devices

movable horizontal stabilizer, w h i c h are located on each s i d e of the

is connected to a s i n g l e jackscrew control stand and are connected to T h e h i g h lift system c o n s i s t s of

w h i c h is operated by a drive the s t a b i l i z e r gearbox by way of a l e a d i n g e d g e devices and t r i p l e

gearbox. Power for the gearbox forward and aft cable d r u m . Foldout slotted t r a i l i n g edge f l a p s . H y d r a u l i c

comes from three s o u r c e s : the m a i n h a n d c r a n k s on the t r i m w h e e l s a l l o w System B powers the l e a d i n g e d g e

electric d u a l speed t r i m motor, e i t h e r p i l o t to m a n u a l l y trim t h e devices a n d the t r a i l i n g e d g e f l a p s .

controlled by t h u m b switches o n stabilizer.

L e a d i n g edge devices consist of two
either control w h e e l ; the autopilot

A c o l u m n operated c o l u m n s w i t c h i n g l e a d i n g edge flaps i n b o a r d of each

d u a l speed trim motor, which

m o d u l e is i n c l u d e d i n the t r i m e n g i n e and three leading edge slats

operates from s i g n a l s from the

system. M o v i n g the control c o l u m n outboard of each e n g i n e . The

autopilot system; and the m a n u a l

i n the opposite direction of the l e a d i n g e d g e devices extend by

trim w h e e l s , on e i t h e r side of the

u n c o m m a n d e d trim actuates the s e l e c t i n g a position with the flap

control stand.

electrical switches i n the m o d u l e control lever located o n t h e control

w h i c h stops total electric t r i m . An stand. The l e a d i n g edge flaps a n d

override switch is provided on the aft slats are retracted at a flap lever

section of the a i s l e stand w h i c h setting of 0. The l e a d i n g edge f l a p s

overrides (bypasses) the c o l u m n have o n e extended p o s i t i o n at

switching m o d u l e in the event of a s e t t i n g s from 1 to 40. The l e a d i n g

m a l f u n c t i o n w i t h i n the s w i t c h i n g e d g e slats move to an extend

module. p o s i t i o n at flap lever settings from 1

to 5 and move to a f u l l y extended

p o s i t i o n at flap lever settings from 1 o

to 40.

11-6
 F l i g h t Controls

Slat(s)

Y Flap Setting O

Slats
Cruise 4-6

� Setting�lap Setting O

,- 1-40 --

Leadin� Edge Flap(/

Flap Setting 1 -5

Takeoff

C Flap Setting 1 0 - 1 5 � : -

l. Takeoff
---·'

,c F
_al-:
a-:-:-'.
: -
:i-g
- 2
_ s
_ 4
-_o__ =-: Drive System
Torque Tube

Mid F l a p / ·�

Aft F l a p / '

High Lift Devices Range of Position High Lift System

Autoslat operation automatically to and drives the same gearbox Flap position transmitters are

positions the slats from the extend serves as a backup for the t r a i l i n g connected into the torque tube drive

p o s i t i o n to the f u l l extend p o s i t i o n if e d g e flap system. system. A flap position transmitter is

the airplane approaches a s t a l l . located i n the drive system between

Extension of the flaps results i n an
Normal operation of the l e a d i n g each outboard flap.
effective w i n g area increase of
e d g e flaps and slats is by h y d r a u l i c
approximately 1 7 percent for takeoff The flaps are d e s i g n e d for d u r abi l i t y
system B; however, if the (B) e n g i n e
and 22 percent for l a n d i n g . Takeoff and m a i n t a i n a b i l i t y . The heavy-gage
d r i v e n p u m p output pressure is low,
flap p o s i t i o n s provide h i g h lift and lower surface s k i n is d i vi d ed into
the power transfer un i t (PTU)
relatively low d r a g . L a n d i n g flaps sections and attached with screws.
automatically s u p p l i e s a backup
produce h i g h lift a n d h i g h drag w h i c h M i n o r damage to a flap lower
source of system B pressure for
aid i n deceleration to lower approach surface does not r e q u i r e flap
normal and/or autoslat operation.
speeds. A flap load l i m i t e r system replacement but may be repaired

T r a i l i n g edge flaps consist of triple protects the t r a i l i n g edge flaps from q u i c k l y by replacement of the
slotted inboard and outboard assem­ excessive airloads by automatically dam a ge d s k i n s e c t i o n .

b l i e s on each w i n g . Each a s s e m b l y retracting the flaps o n e p o s i t i o n ,

consists of three m e c h a n i c a l l y l i n k e d from Flaps 40 to Flaps 30 whenever

segments w h i c h extend and the airspeed exceeds a predeter­

separate to form a triple slotted m i n e d s p e e d . W h en airspeed is

surface for added lift. A h y d r a u l i c reduced, the flaps automatically

motor drives a flap power u n i t return to the o r i g i n a l Flaps 40

(gearbox) to operate a l l t r a i l i n g edge position.

flaps by means of a torque tube

drive system. The normal h y d r a u l i c

system has an automatic shutoff

feature i n case of a flap asymmetry.

An electric motor w h i c h is connected

11-7
 Standby System
FLT CONTROL
Low Quantity Light
A B

STBY
Standby System
RUD
Low Pressure Light
OFF

BON

Alternate Flaps
t;;ro�I::::::::::::=-t--1t--r,
Flight Con.•
Switches- Master Switch

Flight Control Alternate Haps

Hydraulic System Control Switch

Low Pressure Lights

Feel Differential
Pressure· Light
System A Flight

Spoiler Switch

Speed Trim Tail Light

System B · F l i g h t
Spoiler Switch

Auto Slat Tail Light

Yaw Damper Light

Forward Overhead Panel

Flap Operation H I G H LIFT D E V I C E S INDICATION

For normal o p e r a t i o n s , the p i l o t An i n d i c a t o r on the center m a i n

selects the desired position with the instrument panel indicates t r a i l i n g

detented flap lever located on the e d g e flap p o s i t i o n . See page 1 1 - 1 0 .

right side of the control stand. Both The flap position indicator contains a

l e a d i n g edge devices and t r a i l i n g right w i n g and left w i n g flap pointer.

edge flaps travel to the position A green l i g h t on the center m a i n

selected. The flap lever permits i n s t r u m e n t panel i l l u m i n a t e s when

settings of 1 , 2 , 5 , 1 0 , 1 5 , 2 5 , 30 all l e a d i n g e d g e devices are in the

and 40. If the normal h y d r a u l i c correct position for the p a rt i c u l a r flap

source (system B) is not available for (lever) position selected. An a m b e r

l e a d i n g edge and t r a i l i n g edge l i g h t , next to the green l i g h t ,

operation, an alternate system is i l l u m i n a t e s when any of the l e a d i n g

u s e d . T r a i l i n g edge flaps are edge devices are i n transit o r not in

extended o r retracted u s i n g an the correct (flap) p o s i t i o n selected.

electric motor. The standby hydraulic The p o s i t i o n of any i n d i v i d u a l

system is used to f u l l y extend ( o n l y ) l e a d i n g edge flap o r slat can be

the l e a d i n g edge devices. When determined from an a n n u n c i a t o r

a r m e d , the alternate flap a r m i n g p a n e l on the aft overhead p a n e l

switch a l o n g with the alternate flaps (PS).

control switch, on the forward

overhead p a n e l , operates t r a i l i n g

edge flaps and l e a d i n g edge

devices.

11-8

F l i g h t Control Switches,
Indicators and Levers
The f l i g h t control section of t h e
forward overhead p a n e l c o n s i s t s of
the f o l l o w i n g :
F l i g h t Control Switches
T h e s e switches control respective
h y d r a u l i c system pressure to the
p r i m a ry f l i g h t controls.
• STDBY R U D - E i t h e r switch (A o r
B) moved to t h i s p o s i t i o n t u r n s on
standby p u m p , o p e n s standby
rudder valve, pressurizes
standby rudder power control u n i t
and arms standby low pressure
light.
• ON-Normal hydraulic system
pressure available to p r i m a ry
f l i g h t controls. Standby system
off.
• OFF-Hydraulic system pressure
is shut off to a i l e r o n s , elevators,
r u d d e r and feel computer.
Standby system is also off.
STANDBY SYSTEM LOW
PRESSURE LIGHT
I l l u m i n a t e s amber when standby
system pressure is low. Light is
armed o n l y when the standby
system has been activated.
STANDBY LOW Q U A N T I T Y Light
I l l u m i n a t e s amber w h e n standby
system hydraulic f l u i d quantity is half
f u l l or below. L i g h t is active at all
times.
F L I G H T CONTROL H Y D R A U L I C
SYSTEM LOW P R E S S U R E L I G H T
I l l u m i n a t e s a m b e r when respective
hydraulic pressure to the p r i m a ry
f l i g h t controls is low or h y d r a u l i c
pressure is available and the f l i g h t
control valve is closed (FLT control
switch is O F F ) . Also when the
respective hydraulic system is off.
F l i g h t Controls
SYSTEM A F L I G H T S P O I L E R S P E E D T R I M FAIL L I G H T
SWITCH
I l l u m i n a t e s a m b e r w h e n speed t r i m
• ON-Normal p o s i t i o n , o p e n s is u n r e l i a b l e d u e to system f a u l t .
s p o i l e r shutoff valve to s u p p l y
M A C H T R I M FAIL L I G H T
system A h y d r a u l i c p r e s s u r e to
inboard f l i g h t s p o i l e r s .
I l l u m i n a t e s a m b e r w h e n Mach t r i m
• OFF-Closes s p o i l e r shutoff
is u n r e l i a b l e d u e to system f a u l t .
valve.
YAW D A M P E R S W I T C H
SYSTEM B F L I G H T S P O I L E R
SWITCH
E n g a g e s yaw d a m p e r when
positioned to O N ; h e l d on by
• ON-Normal p o s i t i o n , o p e n s
s o l e n o i d and s p r i n g loaded to OFF. If
s p o i l e r shutoff valve to s u p p l y
electrical power to c i r c u i t ry is
system B h y d r a u l i c pressure to
interrupted, switch automatically
outboard flight s p o i l e r s .
moves to OFF. The f l i g h t control B
• O F F - C l o s e s s p o i l e r shutoff switch must be i n the O N p o s i t i o n
valve. and pressure available for yaw
damper operation.
ALTERNATE FLAPS MASTER
SWITCH YAW D A M P E R L I G H T
ARM-Turns on standby p u m p , I l l u m i n a t e s a m b e r w h e n the yaw
positions T.E. flap bypass valve to damper switch is off o r there is a
bypass, arms alternate flaps control failure i n the system.
switch and activates standby system
low pressure l i g h t . AUTOSLAT FAIL L I G H T
ALTERNATE FLAPS CONTROL I l l u m i n a t e s a m b e r w h e n the autoslat
SWITCH system is u n r e l i a b l e d u e to a partial
f a i l u r e (pilot activated) or a total
Functions o n l y when alternate flap system f a i l u r e ( i l l u m i n a t e s
master switch is i n A R M p o s i t i o n . automatically).
• DOWN-Electrically, via electric
motor, extends t h e t r a i l i n g edge
flaps and hydraulically, via
standby system, extends only the
l e a d i n g edge devices.
• OFF-Switch is s p r i n g loaded to
O F F from DOWN position but w i l l
remain i n U P position u n t i l placed
back to off.
• UP-Electrically retracts t r a i l i n g
edge flaps ( l e a d i n g edge devices
are not powered i n "UP" p o s i t i o n ) .
FEEL DIFFERENTIAL PRESSURE
LIGHT
I l l u m i n a t e s a m b e r w h e n feel
computer pressures for systems A
and B differ more than the desired
a m o u n t . When flaps are extended,
F E E L D I F F P R E S S l i g h t is
deactivated.
11-9
 T r a i l i n g Edge Flap
Position I n d i c a t o r

LE D E V I C E S
Leading Edge

Devices TRANSIT 1-1- FLAPS --4 I

TRANSIT

Transit Lights --+------1� 2 3

EXT

FULL

Test Switch
L e a d i n g . Edge Flap
Extend Light

Leading Edge Device

Annunciator Panel

Aft Overhead Panel Center Panel

The l e a d i n g edge devices LEADING EDGE DEVICES L E A D I N G E D G E FLAPS

a n n u n c i a t o r panel on the aft TRANSIT L I G H T EXTENDED LIGHT

overhead p a n e l contains l i g h t s w h i c h

indicate the position of each l e a d i n g Illuminates amber indicating leading I l l u m i n a t e s green i n d i c a t i n g l e a d i n g

edge device as f o l l o w s : edge devices are i n t r a n s i t , o r not i n e d ge devices are extended to the

the commanded p o s i t i o n ; a l l l i g h t s p o s i t i o n c o m m a n d e d by t r a i l i n g edge

L E A D I N G E D G E SLATS e x t i n g u i s h e d indicates l e a d i n g e d g e flap position (flap lever).

EXTENDED LIGHTS devices are retracted.

L E A D I N G E D G E FLAPS T R A N S I T

I l l u m i n a t e s green i n d i c a t i n g the TEST SWITCH LIGHT

l e a d i n g edge slats are i n the extend

or f u l l extend p o s i t i o n s . I l l u m i n a t e s a l l l i g h t s for test. I l l u m i n a t e s amber indicating leading

edge devices are i n t r a n s i t , o r o n e o r

• EXT--Leading edge slats i n
T R A I L I N G E D G E FLAP P O S I T I O N more is not i n required p o s i t i o n ,
extend p o s i t i o n .
INDICATOR relative to t r a i l i n g edge flap p o s i t i o n
• F U L L EXT--Leading edge slats
(flap lever).
are i n the f u l l extend p o s i t i o n .
Located on the center m a i n p a n e l

(P2). Separate pointers show

L E A D I N G E D G E FLAPS E X T E N D
p o s i t i o n of left (I) and r i g h t (R) w i n g
LIGHT
t r a i l i n g edge f l a p s . A s i g n i f i c a n t

difference between the pointers

• I l l u m i n a t e w hen l e a d i n g edge
automatically shuts off pressure to
flaps are i n t h e i r one and o n l y
the flap h y d r a u l i c motor drive system
extended p o s i t i o n .
for asymmetry protection.

11-10
 F l i g h t Controls

Manual Speed Brake

Stabilizer Lever (with Indicator)
Manual S t a b i l i z e r
Trim
Trim W h e e l
Wheel

Flap Position

Lever (and

Detented

Positions

with Indicator)

Stabilizer Trim
Cutout Switches

STAB TRIM
CAB DOOR

o:- r§]
Top View

Control Stand

F l i g h t controls on the control stand STABILIZER POSITION R U D D E R T R I M KNOB

consist of the f o l l o w i n g : INDICATOR

R e p o s i t i o n s the rudder to a new

S P E E D BRAKE LEVER Indicates p o s i t i o n of horizontal neutral point t h r o u g h the r u d d e r

stabilizer. Green band shows power control unit via the electric

• A R M E D - S p e e d brakes/spoilers p e r m i s s i b l e takeoff s t a b i l i z e r trim trim motor and feel and centering

armed for automatic extension p o s i t i o n s . A takeoff w a r n i n g horn u n i t . Also functions with standby

u p o n touchdown ( a i r / g r o u n d s o u n d s intermittently if a takeoff is hydraulic system.

s e n s i n g ) and/or wheel s p i n u p . attempted with the s t a b i l i z e r position

AILERON TRIM SWITCHES
(Lever) spoilers are electrically out of the green band range.
controlled and h y d r a u l i c a l l y
Repositions the a i l e r o n s to a new
operated. STABILIZER T R I M CUTOUT neutral point through the a i l e r o n

SWITCHES power control unit(s) via the electric

• F L I G H T DETENT-Lever

m a n u a l l y positioned for m a x i m u m trim motor and feel and cent. u n i t .

recommended speed brakes in
f l i g h t . ( F l i g h t s p o i l e r s only.)
• UP-Lever/spoiler position for
manual/automatic extension of a l l
s p o i l e r s on the g r o u n d .
• DOWN-All s p o i l e r s and lever
retracted.
• NORMAL-Electrical power to
m a i n electric and autopilot trim STABILIZER T R I M C O L U M N
motors. O V E R R I D E SWITCH
• CUTOUT-Open c i r c u i t power to
Located on the control stand. W h e n
m a i n electric o r a u t o p i l o t t r i m
the switch is positioned to OVER­
motors.
R I D E , a c i r c u i t path is provided to
bypass the c o l u m n switching mod­
FLAP L E V E R
u l e , when the module is inoperative,

M A N U A L STABILIZER T R I M a l l o w i n g stabilizer trim electric oper­

Leading edge devices and t r a i l i n g

WHEELS ation ( m a i n electric o r a u t o p i l o t ) .

edge flaps move to the p o s i t i o n
NORMAL-no bypass c i r c u i t .
commanded by the Flap lever
Foldout cranks on each trim wheel Electrical power is through the
position.
allow either pilot to trim the stabilizer. c o l u m n switching m o d u l e .

1 1 - 1 1
neumatics an __
· on itio ·
 Pneumatics and Air-Conditioning

Features MINIMUM DRAG RAM AIR • Pneumatics

SYSTEM

APU POWERED AIR • Air-Conditioning

CONDITION/NG ON GROUND C o o l i n g a i r intake i s automatically

OR IN FLIGHT c o n t r o l l e d i n f l i g h t to p o s i t i o n ram • A i r Distribution

a i r i n l e t doors and exit louvers for

E l i m i n a t e s need to t i e into g r o u n d • A i r - C o n d i t i o n i n g Controls

m i n i m u m airplane drag.

p n e u m a t i c power s u p p l y . Used to
• Pressurization
i n c r e a s e a v a i l a b l e e n g i n e thrust and UNDERWING EQUIPMENT BAY

improve takeoff p e rf o r m a n c e . ACCESSIBILITY

• Pressurization Controls

AUTOMATIC ELECTRONIC CABIN Entire system may be serviced

• Overheat Protection
PRESSURIZATION SYSTEM WITH without ladders or special stands.

STANDBY OR MANUAL
• Equipment C o o l i n g
CONTROL BACKUPS AUTOMATIC BLEED AIR

CONTROL

Provides m i n i m u m crew w o r k l o a d .

Crew i n p u t s are not r e q u i r e d d u r i n g System u s e s 5th-stage c o m p r e s s o r

normal f l i g h t o p e r a t i o n s . bleed a i r w h i c h i s a u t o m a t i c a l l y

substituted by 9th-stage b l e e d a i r at

DUAL AIR-CYCLE A/R­ low e n g i n e power c o n d i t i o n s .

COND/TION/NG PACKS

E i t h e r system has s u ff i c i e n t capacity

to a l l o w dispatch with the other

o n e inoperative.

12-1
 Pneumatic Ground
Service Connector

To Left A i r To R i g h t A i r
Conditioning Conditioning
System System

Apu
�
Bleed

@ Motor Operated V a l v e
Valve

® S o l e n o i d C o n t r o l l e d Valve
From A P U

Pneumatics

P ne u m at i c s The a i r source for e n g i n e s t a rt i n g is The n o r m a l i n - f l i g h t c a b i n a i r s o u r c e

o b t a i n e d from the on-board a u x i l i a ry i s obtained from the 5th-stage of the

The p n e u m a t i c system is used to power u n i t ( A P U ) o r from an external c o m p r e s s o r section of the e n g i n e s .

s u p p l y p r e s s u r i z e d a i r for e n g i n e g r o u n d cart t h r o u g h a c o n n e c t i o n At l o w - e n g i n e power, 9th-stage a i r

s t a rt i n g , c a b i n a i r - c o n d i t i o n i n g , located on the f u s e l a g e . These s ame a u t o m a t i c a l l y s u b s t i t u t e s to meet

c a b i n pressurization and w i n g a i r sources may be used to s u p p l y u s e r system n e e d s .

thermal anti-ice. a i r to the a i r - c o n d i t i o n i n g system for

g r o u n d c o o l i n g o r h e a t i n g p r i o r to A precooler l i m i t s the t e m p e r a t u r e of

e n g i n e start. t h e a i r from t h e e n g i n e by u s i n g f a n ­

stage air, as r e q u i r e d , for c o o l i n g .

T h e A P U may be u s ed to s u p p l y

a i r to the a i r - c o n d i t i o n i n g system i n

flight, thus allowing maximum

t h r u s t from the m a i n e n g i n e s . T h e

A P U may be used for s i n g l e pack

a i r - c o n d i t i o n i n g o p e r a t i o n u p to

1 7 000 ft a l t i t u d e .

12-2

To Main
Distribution
Manifold
Water
Separator
HotAir
™ Heat Exchanger
Cooled Air
™
�
Conditioned A i r
Deflector
Door and
Inlet Panels
Ram Air
1 1 1 1 1 1 1 1 1 1 11
737-300 and -500 Air-Conditioning System
Air-Conditioning
The a i r - c o n d i t i o n i n g system
consists of two i n d e p e n d e n t air­
cycle c o o l i n g systems, a c a b i n
temperature control system, an a i r
d i s t r i b u t i o n system, a recirculation
system, and a p r e s s u r i z a t i o n
system. The a i r - c o n d i t i o n i n g system
is capable of s u p p l y i n g a total
v e n t i l a t i o n rate of 1 9 0 0 c u b i c feet per
m i n u t e ( C F M ) on the 737-300/-500
and 2 1 0 0 C F M on the 737-400, up
to the m a x i m u m c e rt i f i e d operating
altitude of the a i r p l a n e . The system
has s u ff i c i e n t capacity to m a i n t a i n
adequate cabin c o n d i t i o n s to a l l o w
dispatch with any one system
inoperative.
The c a b i n a i r c o o l i n g p o rt i o n of the
a i r - c o n d i t i o n i n g system has two
i n d i v i d u a l c o o l i n g packs located i n a
readily accessible unpr e ssur ized
compartment u n d e r the wing center
section. Each c o o l i n g pack consists
of a p r i m a ry and secondary heat
Pneumatics and Air-Conditioning
Primary Heat
E?<changer
Secondary
Exphanger
exchanger, a i r c o o l i n g turbofan, a i r
cycle m a c h i n e , water separator,
water separator anti-ice system,
and associated controls and ducts.
A i r from the p n e u m a t i c system first
passes t h r o u g h the p r i m a ry heat
e x c h a n g e r where the c o o l i n g
process b e g i n s . The a i r the n enters
the compressor of the a i r cycle
m a c h i n e , is cooled again as it
passes through the secondary heat
exchanger. On the 737-300/-500,
the temperature is greatly reduced
as the a i r e xpan d s across the t u r b i n e
stages, w h i c h a l so drives the
compressor of the air cycle m a c h i n e .
The excess moisture from the
cooled a i r is removed by the water
separator. The water separator is
protected from freezing by an elec­
trically controlled warm air supply,
which is obtained by bypassing the
a i r cycle m a c h i n e .
On the 737-400 the a i r passes
t h r o u g h the h i g h pressure water
Isolation
Valve
Heat
separator (condenser, water
extractors, and reheater) where the
excess moisture is removed p r i o r to
entering the t u r b i n e . The a i r expands
across the t u r b i n e greatly r e d u c i n g
the temperature and d r i v i n g the
compressor stage of the a i r cycle
m a c h i n e . Freezing i n the c o n d e n s e r
is prevented by p a s si n g warm a i r
around the a i r cycle m a c h i n e
t h r o u g h the stand-by pack
temperature control valve.
F o r i n - f l i g h t operation the heat
e x ch a n ge r s are cooled by a m bi e nt
a i rf l o w into the ram-air i n l e t . For
g r o u n d operation, o r i n - f l i g h t with the
flaps extended, a turbofan i n the
r a m - a i r duct is driven by p r e s s u r i z e d
air, from the pneumatic supply, to
provide c o o l i n g flow.
I n - f l i g h t flow of ram-cooling a i r is
controlled automatically by a control
system w h i c h p o s i t i o n s the ram a i r
i n l e t doors and exit louvers for m i n i ­
m u m a i r p l a n e drag when the flaps
are up.
12-3
 Aft Cabin Engine N o . 2
Fwd Cabin Bleed

F l i g h t Deck

!
Trim Air
Check Valves

Standby Pack
Pack Temperature
Control Valve
Control Valve
/Temperature

-,
'<, Exit

"<, Louvers

./ Ram Air Inlet

<,

Secondary Heat Exchanger

737-400 Air-Conditioning System

A i r Distribution A i r exhausts from the p a s s e n g e r

c a b i n t h r o u g h overboard vents i n the

The a i r d i s t r i b u t i o n p o rt i o n of the a i r ­ lavatories and g a l l e y s and t h r o u g h

c o n d i t i o n i n g system d i s t r i b u t e s a i r f l o o r - l e v e l s i d e w a l l g r i l l s to

u n i f o r m l y t h r o u g h o u t the p a s s e n g e r u n d e r d e c k areas to provide a

c a b i n , f l i g h t c o m p a rt m e n t , and temperate e n v i r o n m e n t f o r the cargo

a r o u n d the cargo c o m p a rt m e n t s . c o m p a rt m e n t s . The forward cargo

co mp art m en t incorporates an
The p a s s e n g e r c a b i n a i r d i s t r i b u t i o n
exhaust c o l l e c t o r s h r o u d , located
system s u p p l i e s a i r from the forward
a r o u n d the c o m p a rt m e n t to e n s u r e
to the aft e n d of the a i r p l a n e t h r o u g h
u n i f o r m d i s t r i b u t i o n of the air.
a f u l l - l e n g t h nozzle-type outlet

located in the c e i l i n g o n the a i r p l a n e A recirculation fan (two i n -400)

c e n t e r l i n e , and t h r o u g h s i d e w a l l allows c o n d i t i o n e d a i r to recirculate

d i ff u s e r s located above the w i n d o w s . from t h e forward section of the

a i r p l a n e t h r o u g h the p a s s e n g e r
The f l i g h t c o m p a rt m e n t d i s t r i b u t i o n
c a b i n d i s t r i b u t i o n system. The aft
system distributes a i r t h r o u g h outlets
cargo c o m p a rt m e n t temperature
at each f l i g h t crew station c o n s i s t i n g
e n v i r o n m e n t is s i m i l a r l y m a i n t a i n e d
of two c e i l i n g o u t l e t s , two floor
by the c a b i n a i r w h i c h is exhausted
o u t l e t s , two p i l o t foot o u t l e t s , and the
overboard t h r o u g h t h e m a i n c a b i n
w i n d s h i e l d defog u n i t s . A i r is
p r e s s u r e control outflow v a l v e .
exhausted from the f l i g h t deck

t h r o u g h o p e n i n g s i n the f l o o r into t h e

e l e ctr on ic e q u i p m e n t bay where it is

used f o r e q u i p m e n t c o o l i n g .

12-4
 Pneumatics and Air-Conditioning

Mixingand.pistribution

Manifold, and Recirculation

FanWith<Filter (Two Fans and
Filters in -400)

737-300/.;SQO Shown

Configu.ration of 737-400

Air Distribution

12-5
 CON r CABIN AIR TEMP PASS CABIN

PASS
AIR MIX

VALVE

ON

I w.: . I

CONT CAB FWD C A B AFT CAB

Temperature Selector (@)(@)(@)

OFF OFF OFF

300/-500
1----'--�
rioe. Ram Door F u l l -400
Dual b l e e d l i g h t

J/
Open Light

L Recirculation Fan
Switch ( �400 only) R e c i r c u l a t i o n Fan
Switch

Air-Conditioning
Pack Switch

Pack Light (-400)

Pack Tnp-Off Light
(-300/-500)

Forward Overhead
Panel
T r i p Reset Switch

-300, -400, -500 Temperature Control Panel

Conditioned A i r Temperature temperature control (737-300/-500 and two-zone temperature c o n t r o l s ,

Control o n l y ) and system m o n i t o r i n g f o r o n e for the f l i g h t c o m p a rt m e n t z o n e

P a s s e n g e r a n d f l i g h t c o m p a rt m e n t
temperature r e g u l a t i o n is
a c c o m p l i s h e d by varying the mixture
of warm and cool a i r s u p p l i e d from
the a i r - c o n d i t i o n i n g system.
each pack. Each control system
c o n s i s t s of a temperature selector,
temperature s e n s o r s , temperature
regulator, overheat protection, and
caution l i g h t .
and the other for o n e of the two
c a b i n z o n e s . The a n a l o g section
comprises a standby pack c o n t r o l
a n d ram a i r d o o r c o n t r o l .
A i r - c o n d i t i o n i n g c o n t r o l s for the 737

737-300, -500 control of t h e pack -300 and -500 are i d e n t i c a l , b u t t h e

737-300/-500 a i r c o n d i t i o n i n g packs temperature is a c c o m p l i s h e d by a 737-400 allows zone s e p a r a t i o n of

are i n d e p e n d e n t l y controlled to meet d u a l - c h a n n e l analog controller the forward and aft c a b i n
the d e m a n d s of t h e f l i g h t deck and i n s t a l l e d i n t h e electronic e q u i p m e n t temperature. The c o n t r o l s i n c l u d e
the m a i n p a s s e n g e r c a b i n . The left bay. O n e side of the c o n t r o l l e r the f o l l o w i n g :
pack is controlled by the f l i g h t deck regulates the f l i g h t deck temperature

d e m a n d a n d the right pack by the d e m a n d and the o t h e r regulates the

main cabin demand. m a i n c a b i n d e m a n d . A separate ram

a i r c o n t r o l l e r and 35-degree
737-400 packs produce a i r at
c o n t r o l l e r is provided for each a i r
temperatures to satisfy the section of
c o n d i t i o n i n g pack.
the c a b i n that requires the most

c o o l i n g . Warm trim a i r is added by 737-400 control of the z o n e and

the t r i m valves to meet the warmer pack temperatures is a c c o m p l i s h e d

temperature demands of o t h e r by two e l e c t r o n i c controllers i n s t a l l e d

c a b i n sections. i n the e l e c t r o n i c e q u i p m e n t bay.

Each c o n t r o l l e r c o n s i s t s of a d i g i t a l
C o n t r o l s on the pilots' overhead
section and an a n a l o g section. The
p a n e l provide automatic a n d m a n u a l
d i g i t a l s e c t i o n c o m p r i s e s o n e pack

12-6

A I R TEMPERATURE SOURCE
SELECTOR
S U P P L Y DUCT-Selects m a i n
d i s t r i b u t i o n s u p p l y duct for -300 a n d
-500 o r zone s u p p l y duct for -400.
PASS CABIN-Selects p a s s e n g e r
c a b i n temperature for -300 and -500
o r FWD or AFT zone for -400.
PACK-Selects temperature of R o r
L water separator for -400 only.
A I R M I X VALVE I N D I C A T O R (-300
A N D -500)
Indicates position of r i g h t o r left a i r
mix valve. Controlled a u t o m a t i c a l l y
with p a s s e n g e r cabin temperature
selector i n AUTO or controlled
m a n u a l l y in M A N U A L .
T R I M A I R SWITCH (-400)
Used to control the t r i m a i r pressure
regulating valve.
TEMPERATURE INDICATOR
Indicates temperature at location
selected with a i r temperature
source selector
D U C T OVERHEAT L I G H T S (-300
A N D -500)
Il l u m i n a t e d a m b e r upon s u p p l y duct
overheat. Respective pack mix valve
drives to the f u l l cold p o s i t i o n .
ZONE T E M P L I G H T S (-400)
Il l u m i n a t e d a m b e r indicates specific
s u p p l y duct overheat. Respective
zone t r i m a i r valve is driven to f u l l
closed position. The control cabin
l i g h t may also indicate a f a i l u r e to
the primary and back up f l i g h t
deck control.
Also indicates a faulted zone control
when i l l u m i n a t e d by master caution
recall.
Pneumatics and Air-Conditioning
FLIGHT COMPARTMENT AND PACK T R I P - O F F L I G H T S (-300
PASSENGER CABIN A N D -500)
TEMPERATURE SELECTORS
I l l u m i n a t e d a m b e r indicates
AUTO-Automatic temperature respective pack trip off. Respective
c o n t r o l l e r controls respective zone pack is automatically s h u t d o w n .
temperature as s e l e c t e d .
Packs are tripped off automatically
M A N U A L - A i r mix valve controlled w h e n temperatures exceed l i m i t s for
m a n u a l l y (-300 and - 5 0 0 ) . 0 F F ­ compressor d i s c h a r g e , t u r b i n e i n l e t
closes associated t r i m a i r o r d i s t r i b u t i o n duct t e m p e r a t u r e s .
m o d u l a t i n g valve (-400).
PACK L I G H T S (-400)
DUAL B L E E D L I G H T
I l l u m i n a t e d amber indicates:
I l l u m i n a t e d a m b e r indicates A P U
• Overheat s h u t d o w n , o r
b l e e d valve open a n d :
• Indicates f a i l u r e of p r i m a r y and
• No. 1 e n g i n e bleed switch o n , o r
standby pack temperature control
• N o . 2 e n g i n e bleed switch on and systems, o r
i s o l a t i o n valve o p e n .
• If i l l u m i n a t e d on MASTER
C A U T I O N recall, indicates a fault
RAM DOOR F U L L O P E N L I G H T S
i n the primary o r standby pack
temperature control systems.
I l l u m i n a t e d b l u e indicates respective
ram a i r d o o r in f u l l open p o s i t i o n .
DUCT P R E S S U R E I N D I C A T O R
D u a l n e e d l e s indicate bleed a i r
pressure in right and left pneumatic
duct.
R E C I R C U L A T I O N FAN SWITCH -
(300 A N D -500)
OFF-fan is off.
AUTO-fan w i l l operate as required
by pack valve s c h e d u l i n g .
R E C I R C U L A T I O N FAN S W I T C H E S
(-400)
OFF-fan is off.
AUTO-fans operate as required by
pack valve s c h e d u l i n g .
PACK S W I T C H E S
AUTO-Automatic s c h e d u l i n g of
pack output to low o r h i g h flow as
required by system c o n d i t i o n s .
H I G H - P a c k output s c h e d u l e d to
h i g h flow
12-7
 i-1·---- Ascent------------- C r u i s e --------+-----Descent ----·-I

F l i g h t Altitude Airplane

Set Altitude

Q)

:i
(/)

(/)
t---- - - - --- '
Q)

a:
OJ I Nominal '
c
"in I P '
cu 7 . 5 psi Below 2 8 , 0 0 0 ft ,
Q) 1
Cabin Pressure 7:8 psi 2 9 , 0 0 0 Ft and Above ,
u H o l d s When I
c
Airplane

Holds
_ _/_' .. _.)�---------'/-
_· c_a_b
_
i n
_ A_-
t
il t
ui.....
d�- '_,, _ _

I '

Cabin '
Altitude

Cruise
4
L a n d i n g . Field
''
1 0 0 0 Ft Altitude ....:... - - ·

O L...----1.--LL---'------'
- - - Takeoff F i e l d Altitude
0 20 40

Pre-Pressurization Airplane Altitude-Cruise, 1 0 0 0 Feet

Takeoff Time- Touchdown

Automatic Mode Flight Profile

ISOLATION VALVE SWITCH BLEED TRIP-OFF LIGHTS is utilized.

CLOSE-Isolates left and right Illuminated amber indicates engine For airplane altitudes below 28 000

pneumatic systems. bleed air temperature exceeds limit feet, the system will control to 7.5

or duct pressure upstream of psid, and for altitudes of 28 000 feet

AUTO-Valve opens automatically if

PR/SOV exceeds 180 psig. PR/SOV and above, the system will control to

any pack or engine bleed switch is

closes automatically. 7.8 psid. Selection of the 7.5 or 7.8

placed in OFF position.

psid pressure d i ff e r e n t i a l is

APU BLEED SWITCH

automatically accomplished when

OPEN-Connects left and right

the flight crew selects the planned

pneumatic systems. Opens APU bleed valve to allow

flight altitude on the pressure control

APU bleed air to enter pneumatic

system selector panel. Cabin

TRIP RESET SWITCH

duct.
altitude may be maintained at sea

level for planned airplane cruise

Resets pack, bleed or duct overheat
Pressurization
altitudes up to 1 8 500 feet. At the
trip after temperature decreases

maximum c e rt i f i e d altitude of 37 000

below overheat limit.
An electrically operated,

feet the cabin is maintained at 8000

electronically controlled, completely

feet.
E N G I N E BLEED SWITCHES
automatic pressurization control

system is provided. The cabin air

The system has three operating
Opens respective engine pressure

exhaust rate is metered to provide

modes: automatic, standby, and
regulator and s h u t o ff valve

controlled pressurization of the

manual. In the automatic mode,
(PR/SOV) to allow engine bleed air

pressurized volumes, which are the

cruise and destination altitudes are
to enter pneumatic manifold.

flight deck, passenger cabin, the

selected prior to d e p a rt u r e . The

electronic equipment, cargo, and

controller unit then programs a cabin

lower nose c o m p a rt m e n t s . A dual

pressure profile corresponding to the

d i ff e r e n t i a l pressure control system

selected profile and provides the

12-8
 Pneumatics and Air-Conditioning

Pressurization

Control Panel

0
,..- --�

�- - - )
Aft
l - - - - �
Outflow

Valve

Forward Air-Conditioning Negative

Pressure
Outflow Valve Packs Relief Valve
Relief
D Pressurized Area
Valves

Pressurized From Ai. r.·Conditio·. ning

Packs
Volume""'
Air Distribution System
/

1-------1 Electronic 1-------------.

Pressurization
Pressure
Control Panel
1-------1 Controller 1----------�

Forward Outflow

Valve

Pressurization

s i g n a l s to the outflow valve to contains two redundant m a n u a l l y Pressurization Controls

m a i n t a i n the cabin pressure at the c o n t r o l l e d , electrically operated

programmed level. The AUTO mode systems. One permits o p e n i n g o r The p i l o t s ' forward overhead panel

cabin pressure rate of c h a n g e is c l o s i n g the outflow valve with an ac contains the following pressurization

l i m i t e d to 500 ft/min d u r i n g c l i m b and motor, the other with a de motor. controls and i n d i c a t i o n s .

350 ft/min (500 o p t i o n a l ) d u r i n g D u r i n g m a n u a l c o n t r o l , the crew

CABIN ALTIMETER/DIFFERENTIAL
descent. Barometric correction for monitors the cabin altimeter and
P R E S S U R E INDICATOR
automatic pressure control is cabin rate-of-climb indicators and

provided by the captain's altimeter adjusts the outflow valve by

correction. The automatic system
can be reset if an enroute change in
f l i g h t plan is required but otherwise
requires no i n - f l i g h t attention.
Differential pressure between cabin
operating a toggle switch to m a i n t a i n
a n d a m b i e n t indicated on outer scale
the desired cabin pressure
i n p s i . C a b i n altitude indicated on
schedule.
i n n e r scale.

PRESSURE RELIEF
C A B I N RATE OF C L I M B
The standby mode serves as a
INDICATOR
backup for the automatic m o d e . Two positive pressure relief valves

The standby mode automatically and a negative pressure relief valve

Registers rate of c h a n g e of c a b i n
assumes control i n event of certain provide protection against
a l t i t u d e i n feet per m i n u t e .
automatic mode faults, or may be excessive c a b i n - t o - a m b i e n t pressure

selected manually. Crew controls differentials. A pressure

A L T I T U D E H O R N CUTOUT

for the standby mode consist of e q u a l i z a t i o n valve in each cargo

SWITCH

cabin altitude, c a b i n rate of pressure compa rtm e n t allows the pressure in

change selection and barometric the cargo compartments to vary with Cuts out intermittent cabin altitude

correction from the first officer's cha ng es i n cabin pressure. w a r n i n g h o r n . H o r n s o u n d s w he n

altimeter. cabin reaches 1 O 000 feet altitude.

The m a n u a l pressure control mode

12-9
 Standby Light

Manual Light

Cabin Rate
Selector

Outflow Valve
Indicator

Cabin Altitude
Counter

Outflow Valve
Switch

Cabin altitude
selector

Pressurization
Mode Selector

Cabin Rate of Flight

Climb Indicator Altitude Selector

Forward Overhead Panel

F L I G H T ALTITUDE C O U N T E R C A B I N RATE S E L E C T O R PRESSURIZATION MODE

SELECTOR

I n d i c a t e s p l a n n e d c r u i s e altitude as ( U s e d for standby mode)

set with selector before takeoff. AUTO-Pressurization system

DECR-Decreases cabin altitude controlled automatically.

F L I G H T ALTITUDE SELECTOR c h a n g e down to 50 ft/min.

STBY-Pressurization system

Sets p l a n n e d c r u i s e a l t i t u d e counter. !NCR-Increases cabin altitude c o n t r o l l e d t h r o u g h the standby

c h a n g e up to 2000 ft/min. system.

L A N D I N G ALTITUDE C O U N T E R

I n d e x mark-Sets c a b i n a l t i t u d e CHECK-Tests auto f a i l u r e f u n c t i o n

I n d i c a t e s altitude of i n t e n d e d c h a n g e s to o c c u r at 300 ft/min. of auto system.
l a n d i n g f i e l d as set with selector

before takeoff. CABIN ALTITUDE COUNTER MAN-Pressurization controlled

m a n u a l l y by outflow valve s w i t c h . In
L A N D I N G ALTITUDE SELECTOR I n d i c a t e s d e s i r e d c a b i n a l t i t u d e as
position:
set with selector before takeoff.

Sets p l a n n e d l a n d i n g field altitude

AC-Outflow valve operates from
counter. CABIN ALTITUDE SELECTOR
ac power.

Sets c a b i n altitude c o u n t e r for

DC-Outflow valve operates from de
operation with s t a n d b y system.
power.

FLIGHT/GROUND SWITCH

O p e r a t i n g i n auto or standby m o d e .

12-10
 Pneumatics and Air-Conditioning

L RECIRC FAN R RECIRC FAN

OFF

L Recirculation Fan
Wing-Body
Switch (400 Only)
Overheat Test
OVHT
Switch

0TEST

L PACK R PACK

EQUIP COOLIING

S U P P L Y EXHAUST Equipment
Cooling Blower
@ORM AL Selector Switch

ALTERNATE

OFF
A A

Equipment

Cooling Blower Wing�Body( . · ..'.

''Off"·· L1.ght Overheat Lights

Forward Overhead Panel

G R D ( g r o u n d position)-Drives valve electrically. Overheat Protection

outflow valve f u l l open and de­

pressu rizes the a i r p l a n e at rate l i m i t AUTO FAIL L I G H T T h e wing-body overheat detection

when on the g r o u n d . system provides detection of an

I l l u m i n a t e d a m b e r upon automatic overheat c o n d i t i o n , caused by a

FLT (flight position)-Set to FLT pressurization control f a i l u r e . Control bleed a i r leak, a l o n g t h e e n g i n e

before takeoff. On the g r o u n d , automatically transfers to standby. bleed ducts in the left and right w i n g ,

pressurizes cabin to approximately along the A P U bleed a i r duct, and

OFF-SCHEDULE DESCENT LIGHT
200 feet below airport altitude. After a l o n g the ducts i n the air­

takeoff, c a b i n pressure automatically c o n d i t i o n i n g pack bay. This system is

I l l u m i n a t e d amber if a i r p l a n e
controlled i n c l i m b and descent as d i v i d e d into right and left sections.
descends before reaching the
function of a i r p l a n e altitude. C a b i n The left section detects an overheat
planned cruise altitude.
pressure held constant in c r u i s e . c o n d i t i o n i n the left w i n g , left a i r ­

c o n d i t i o n i n g bay, and a l o n g the

STANDBY L I G H T
OUTFLOW VALVE I N D I C A T O R A P U bleed duct. The r i g h t section

I l l u m i n a t e d green when system is detects an overheat c o n d i t i o n i n the

Indicates position of main (aft)
operating i n standby mode. right w i n g and the right air­
outflow valve. Operates i n a l l m o d e s .
c o n d i t i o n i n g bay.

MANUAL LIGHT
OUTFLOW VALVE SWITCH

I l l u m i n a t e d green to indicate
Active i n M A N U A L mode
p r e s s u r i z a t i o n system operating in
selection only
manual m o d e .

O P E N - O p e n s m a i n c a b i n outflow

valve electrically.

CLOSE-Closes m a i n c a b i n outflow

12-11
 P6 Panel (Fwd Side)

E F I S CRT's

E F I S Cooling Duct Alternate Blower

Forward Outflow Valve

Filter

Recirculation Fan

To Mixing Manifold

Collector ShroudAirflow L Recirculation Fan

Between Insulation and (737 �400 Only)

Cargo Compartment Liner Floor Panel

Equipment Cooling System

If an overheat condition exists it is WING BODY OVERHEAT LIGHTS Equipment Cooling

sensed by continuous loop elements

Illuminate amber to indicate an The equipment cooling is divided

and causes the respective wing­

overheat condition exists around the into two systems, supply and
body overheat light on the pilots'

respective bleed air ducts. An exhaust. The supply system is

f o rw a r d overhead panel and the

overheat condition will also dedicated to the electronic flight

master caution lights to illuminate

illuminate the master caution lights. instruments and the exhaust system
amber. This panel also contains a

to miscellaneous flight instrument

wing-body overheat test switch

WING BODY OVERHEAT TEST

circuit breaker panels, P6 panels
which is used to test the overheat

SWITCH
and the electronic equipment (E/E)
detector circuits.

bay. Each system has two parallel

Pressing the test switch will

Overheat protection indicators and 1 1 SV ac fans, one of which operates

illuminate the wing-body overheat

controls, located on the pilots' automatically whenever the ac bus

lights if the circuits are operating

forward overhead panel, consist of is powered. The other fan is an

correctly.
the following: alternate that may be turned on

with a switch on the forward

overhead panel after a failure of

the normal fan.

1 2 - 1 2
 Pneumatics and Air-Conditioning

Flight Deck
r - - - - -,

Floor

To Cargo
Exhaust Fans Compartment
Heating

Low Flow Detectors

L - - - - - -
Lower Lobe

Legend:
Automatic Flow I

Standard 737
Control Valve
Equipment _ _ _ _ _J

Cooling
L - - - - - - -
Electronic Equipment compartment
� E F I S Cooling

Equipment Cooling

A p o rt i o n of the a i r is exhausted E Q U I P M E N T C O O L I N G FAN E Q U I P M E N T C O O L I N G FAN

t h r o u g h an o p e n i n g in the lower OFF L I G H T S E L E C T O R SWITCH

forward p o rt i o n of the f u s e l a g e

w h e n e v e r the a i r p l a n e is on the If the airflow is not sufficient for NORMAL-Normal equipment

g r o u n d , o r i n f l i g h t when the c a b i n e q u i p m e n t c o o l i n g , a low flow c o o l i n g fan operates w h e n e v e r

differential pressure is less than . 1 2 5

detector w i l l i l l u m i n a t e the a m b e r aircraft electrical power is available.

p s i . l n f l i g h t , with the c a b i n pressure O F F l i g h t , the MASTER C A U T I O N

l i g h t s , and the O V E R H E A D ALTERNATE- Selects alternate

differential above . 1 2 5 p s i , an

a n n u n c i a t o r l i g h t . If the normal fan cooling fan.

automatic flow control valve closes

a n d the warm a i r is directed a r o u n d fails w h i l e i n u s e , selection of the

the forward cargo compartment, alternate fan w i l l restore a i rf l o w and

t h e n to the m i x i n g m a n i f o l d . the l i g h t w i l l e x t i n g u i s h .

The e q u i p m e n t c o o l i n g p a n e l on the

forward overhead p a n e l consists of

the f o l l o w i n g :

1 2 - 1 3
 Ice and Rain Protection

Features FLIGHT DECK WINDOW ANTI - • Anti-Icing Systems

ICING

WING LEADING-EDGE THERMAL • W i n g A nti -I c i ng

ANTI - ICING Electrically heated front No. 1 , side

No. 2, and No. 4 and 5 eyebrow • W i n g A n t i - I c i n g Controls

Engine bleed air is directed to the windows provide anti-icing, eliminate

wing leading-edge slats in flight • Engine Anti-Icing

inside fogging and ensure maximum

and on the ground. A simple control window strength against bird impact.
• E n g i n e Anti-Icing Controls
system consisting of one switch

and two shutoff valves provide WINDSHIELD RAIN REPELLENT

• F l i g h t Deck Window Anti-Icing
high reliability SYSTEM

• F l i g h t Deck Window A n t i - I c i n g
ENGINE THERMAL ANTI - ICING A switch on the overhead panel
ontrols
activates the Boeing-developed

Engine bleed air is directed to the windshield rain repellent spray

• Pitot-Static Heat
inside of the engine inlet cowl. system, which works in conjunction

with windshield wipers. • Pitot-Static Heat Controls

ELECTRICAL ANTI - ICING

• Drain Heaters
The windshield, pitot and

temperature probes, angle-of-attack

• W i n d s h i e l d Wipers and Rain
sensor, fluid drain masts, and toilet
Repellent
drains are electrically heated to

prevent icing.

13-1
 TAI A i r

Aft Waste Water

Forward

Toilet
C o n t r o l s and

F l i g h t Deck W i n d o w s

(Window H e a t , Window

Wipers, Rain R e p e l l e n t )

E n g i n e Th e rmal
Left, R i g h t Pitot-Static
Anti-icing (TAI)
T u b e s (2 E a c h S i d e )
Valve ( E a c h E n g i n e )

Alpha Vanes

(One Each S i d e )

Ice and Rain Protection

A n t i - I c i n g Systems

T h e r m a l a n t i - i c i n g (TAI) s y s t e m s ,

u s i n g e n g i n e bleed air, are p r o v i d e d

for the w i n g l e a d i n g - e d g e slats a n d

e n g i n e i n l e t cowls.

E l e c t r i c a l a n t i - i c i n g protects t h e

w i n d s h i e l d , pitot p r o b e s ,

temperature p r o b e , angle-of-attack

v a n e s , waste water d r a i n masts, a n d

toilet drains.

E m p e n n a g e a n t i - i c i n g i s not r e q u i r e d

on the 737. I n a s i m u l a t e d i c i n g test,

w h i c h was the e q u i v a l e n t of f l y i n g f o r

45 m i n u t e s t h r o u g h ice c l o u d s , it was

proven that the 737, with s i m u l a t e d

ice i n s t a l l e d on the h o r i z o n t a l a n d

vertical s t a b i l i z e r , is stable,

t r i m m a b l e a n d c o n t r o l l a b l e . The

same results were o b t a i n e d w h e n

the 737 was flown t h r o u g h actual

icing conditions.

13-2
 Ice and Rain Protection

Valve Open
Light

Wing Anti-ice

Switch

Spray Tub

Slat

SectionA�A

(20) 1 1 /16-ln-Dia Telescopic

Holes Per Slat Feeder Duct

Overboard
Exhaust

Slat

Slat Retracted Slat Extended···

Wing Anti-Icing

Wing Anti-Icing Wing Anti-Icing Controls W I N G A N T I - I C E SWITCH

Hot a i r for w i n g a n t i - i c i n g is provided W I N G A N T I - I C E VALVE-OPEN O F F - W i n g anti-ice control valves

by e n g i n e bleed a i r taken from the LIGHTS are closed.

pneumatic m a n i f o l d . Thermal anti­

i c i n g (TAI) valves control t h i s hot a i r I l l u m i n a t e d bright b l u e when wing ON-Wing anti-ice control valves

w h i c h then flows into the TAI anti-ice valve is i n transit, o r when are o p e n .

m a n i f o l d . Both TAI valves are the anti-ice valve and the switch

position do not agree. With a i r p l a n e on the g r o u n d , w i n g

controlled by a s i n g l e switch on the
anti-ice valves w i l l close if duct
forward overhead p a n e l . Hot a i r from
I l l u m i n a t e d d i m b l u e when w i n g anti­ temperature or e i t h e r e n g i n e throttle
the TAI manifold flows through a
ice valve is o p e n . position exceeds a preset l i m i t .
telescoping duct to a duct (spray

tube) i n the nose section of each

slat. T h i s spray tube is perforated to

direct the hot a i r to the slat leading

e d g e . The hot a i r then flows into the

rest of the slat area and is d u m p e d

overboard t h r o u g h the exhaust

h o l e s . Overheat protection is

provided by thermal switches d u r i n g

g r o u n d operations.

13-3
 Precooler

TAI

Duct

\ I I
Pressure

Switch 5th-Stage Bleed

I � \

Cowl Anti-Ice
High-Stage Valve
Light
COWL \ I

ANTI-ICE A
9th-Stage
1---------1
Engine Cowl
COWL VALVE
Bleed
Valve Open
Manifold
OPEN B
._ ____, Light

Engine
Anti-Ice
TAI
Switch
Overboard

Discharge

Anti-Icing

Engine Anti-Icing E n g i n e A n t i - I c i n g Controls

The nose cowl is anti-iced by 5th - o r The e n g i n e a n t i - i c i n g controls are on

9th - stage bleed a i r w h i c h is the forward overhead p a n e l .

regulated as a f u n c t i o n of

temperature to give the required COWL A N T I - I C I N G L I G H T S

a n t i - i c i n g regardless of thrust lever

I l l u m i n a t e d a m b e r if duct pressure or
setting. The bleed a i r is ducted to a
temperature exceeds a preset v a l u e .
spray ring i n s i d e each e n g i n e i n l e t

cowl l i p where the hot a i r i m p i n g e s

COWL VALVE O P E N L I G H T S
on the i n s i d e of the l e a d i n g e d g e ,

circulates i n the c o w l , and

Illuminated bright blue when
discharges overboard at the bottom.
c o r r e s p o n d i n g valve is i n t r a n s i t .

I l l u m i n a t e d d i m b l u e when

c o r r e s p o n d i n g valve is o p e n .

E N G I N E ANTI - I C E S W I T C H E S

ON-Opens nose cowl a n t i - i c e

valve.

13-4
 Ice and Rain Protection

Control Cabin Windows

No. 3

(Fixed Side)

Window Heat On

Lights (4 Places)
OVERHEAT OVERHEAT

A A

ON ON

Window Overheat

Lights (4Places)

No. 2, 4, and 5

Side and Eyebrow

Windows Heat

Switch (2Places)

Window Heat

Flight Deck Window Anti-Icing warmed and t he n m a i n t a i n e d at the

temperature that e n s u r e s m a x i m u m

The N o . 1 front and No. 2 s l i d i n g strength against bird impact. The

side w i n d o w s are electrically heated windows are protected from

by a conductive f i l m , s a n d w i c h e d , overheat c o n d i t i o n s by an automatic

a l o n g with a v i n y l f i l m , between two shutoff feature.

tempered glass p a n e s . The heated

w i n d o w provides a n t i - i c i n g , The electrical power s u p p l y for

eli m i n a t e s i n s i d e f o g g i n g , and heated w i n d s h i e l d s is d e s i g n e d so

e n s u r e s m a x i m u m w i n d o w strength that the No. 1 front and opposite side

against b i r d i m p a c t . Temperature N o . 2 windows are s u p p l i e d from

sensors and a control unit m a i n t a i n one e n g i n e generator. I n th i s way,

the windows at the desired v i s i b i l i t y is retained even with the

temperature. loss of one e n g i n e generator. The

A P U generator can be used as an

N o . 4 and 5 eyebrow windows are alternate electrical source for

of a s i m i l a r type sa ndwi c hed window heat.

construction a n d are electrically

heated by s i m i l a r conductive f i l m . I n the event that the electrical

The fixed No. 3 s i d e w i n d o w s , which heating system is not operating on

are not heated, are constructed of one of the N o . 1 w i n d o w s , the air­

two acrylic panes with an airspace conditioning system may be used

between that is vented to the cabin. to provide w i n d s h i e l d d e f o g g i n g .

T h i s allows d i s p a t c h i n g the a i r p l a n e ,

Wh en turned on, the N o . 1 and except into areas of known or

N o . 2 window heat system is f u l l y probable i c i n g c o n d i t i o n s .

automatic. The glass is gradually

13-5
 Elevator Pitot
Tubes (Left and R i g h t )

Controls and
indications

F l i g h t Deck Windows
(Window Heat, Window
W i p e r s , Rain R e p e l l e n t )

Left, Right Pitot-Static

Tubes (2 Each Side)

Temperature (TAT) Probe

AlphaVanes (One Each S i d e )

Pitot-Static and Drain Heaters

F l i g h t Deck Window A n t i - I c i n g after a t i m e delay. Pitot-Static Heat

Controls

PWR TEST p o s i t i o n ( m o m e n t a ry ) - ­ Electric heating systems provide

The f o l l o w i n g controls are located o n Confidence test (with window heat anti-ice protection for:

the forward overhead p a n e l : switches O N , but green l i g h t is not

W I N D O W OVERHEAT L I G H T S
I l l u m i n a t e d amber indicates
• Captain's and first officer's pitot­
O N ) . C o n t r o l l e r is forced to f u l l ­
static probes ( 2 ) .
power output regardless of window
• Captain's and first officer's
temperature.
a u x i l i a ry pitot-static probes ( 2 ) .

overheat c o n d i t i o n exists and power S I D E W I N D O W HEAT S W I T C H E S • Left and right elevator feel

has been automatically cut off to system pitot probes ( 2 ) .

window. Reset by momentarily ON-Heat s u p p l i e d to

• Temperature probe ( 1 ) .
placing control switch to O F F corresponding No. 2 s l i d i n g side
• Angle-of-attack s e n s o r ( 2 ) .
position. window and also to both

c o r r e s p o n d i n g N o . 4 and 5 eyebrow
Pitot-Static Heat Controls
W I N D O W HEAT ON L I G H T S windows.

ON-Heat s u p p l i e d to the respective

I l l u m i n a t e d green when power is FORWARD W I N D O W HEAT
pitot-static probes, elevator feel pitot
b e i n g s u p p l i e d to respective window. SWITCHES
probes, angle-of-attack v a n e s , and

W I N D O W HEAT TEST SWITCH the temperature probe.

ON-Heat s u p p l i e d to

c o r r e s p o n d i n g N o . 1 forward
OVHT position (momentary)­
window.
Simulates overheat c o n d i t i o n (all

heated w i n d o w s ) . The O V E R H E A T

amber l i g h t is i l l u m i n a t e d , and the

heat ON green l i g h t is e x t i n g u i s h e d

13-6
 Ice and Rain Protection

Rain Repellent
Switches

WIPER

OFF

Windshield Wipers
Selector

Windshield Wioers and Rain Beoeltent

HEATER L I G H T S W i n d s h i e l d Wipers and Rain RAIN R E P E L L E N T SWITCHES

Repellent

I l l u m i n a t e d amber when: W i n d s h i e l d w i p e r and rain repellent

Electrically powered w i n d s h i e l d controls are located on the forward

C o r r e s p o n d i n g heater switch is ON wipers and the B o e i n g developed overhead p a n e l .

and associated heater element is not rain repellent provide good v i s i b i l i t y

drawing electrical power, or when d u r i n g heavy rain c o n d i t i o n s . The P u s h to activate. Each activation

c o r r e s p o n d i n g heater switch is O F F. rain repellent is contained i n a s i n g l e y i e l d s a measured a m o u n t of

pressurized can connected to a repellent, sprayed on the N o . 1

Drain Heaters reservoir located in the f l i g h t deck, forward w i n d s h i e l d s .

where the quantity is easily seen by

The waste water d r a i n masts and W I N D S H I E L D W I P E R SELECTOR
the crew. R e p e l l e n t is sprayed o n
toilet drain c o n n e c t i o n s are
t h e w i n d s h i e l d s i n conjunction with
electrically heated at a l l times to PARK-Momentary position to stow
w i p e r operation by d e p r e s s i n g a
prevent f r e e z i n g . wipers.
switch on the overhead p a n e l .

LOW and H I G H - W i p e r speed

selection.

13-7
·-
 Lighting

Features provides lighting from an emergency • F L I G H T Deck Lighting

light battery pack when the

FLIGHT DECK LIGHTING emergency light system is activated. • Exterior L i g h t i n g

Integral instrument lights are used • Interior L i g h t i n g

for all instrument panels.

Background lights, floodlights, dome • Emergency L i g h t i n g

lights and map lights complete the

flight deck lighting. Standby lighting

is available from the airplane battery.

EXTERIOR LIGHTING

Redundant position lights are

incorporated for dispatch reliability.

Power can be either ac or battery

which may be used when towing.

STROBE ANTI-COLLISION LIGHTS

High-intensity strobe beacon lights

are mounted on the top and bottom

of the fuselage, aft of the wing

leading edge. Additional strobes are

mounted at each wing tip and in the

tailcone.

PASSENGER CABIN LIGHTING

Fluorescent lights are used in the

overhead ceiling panels and in

the window panels for general

illumination. Incandescent night

lights at selected ceiling panels

provide low-level illumination.

EMERGENCY LIGHTING

In the passenger cabin:

Incandescent lighted exit signs

are located above all entry and

service doors, at the forward and aft

end of the passenger cabin, in the

airplane ceiling at the overwing exit

station and above each overwing

emergency exit hatch. Escape path

lighting is provided from the

overhead bin edges and on the floor

leading to each exit. Exit and

emergency lighting is provided

through associated battery packs

which are kept charged at all times

by the airplane electrical system.

In the flight deck: Standby power

from the airplane battery

automatically provides lighting for

the standby instruments and main

instrument panel. One dome light

14-1
 Aft Overhead Panel Forward Overhead Panel

Center Panel DOME WHITE

LIGHTS Dome
Light
Master
Switch
Test and
Dimming
OFF

Switch Control Stand

Flood l ight

PANEL BACKGROUND

(f/�'� rt•&Ar�
J@IJ@
Panel Background

Light Light Switch

Switch

Control Stand
First.Officer's

FLOOD PANEL Main Panel

OFF

Panel .Light
Switch

Flight Deck Lighting-Forward Section

Flight Deck Lighting M A I N PANEL L I G H T S White incandescent floodlights are

also positioned above the autopilot

Dome l i g h t s s u p p l y general Variable intensity controls for the f l i g h t director system AFDS p a n e l .

i l l u m i n a t i o n for the f l i g h t integral i n s t r u m e n t and m a i n O n e variable-intensity switch, w h i c h

c o m p a rt m e n t . The l i g h t - s h i e l d instrument panel lights are identified controls these l i g h t s , is on the lower

p r o v i d e s b a c k g r o u n d l i g h t i n g for the as PANEL and located on the lower p o rt i o n of the captain's main p a n e l

pilots' main instrument p a n e l s . Each p o rt i o n of the captain's and first and identified as A F D S F L O O D .

i n s t r u m e n t and i n s t r u m e n t p a n e l has officer's p a n e l s . The c a p t a i n ' s Clockwise movement of t h i s switch

integral l i g h t i n g . The control stand is variable intensity PANEL switch increases b r i g h t n e s s of the l i g h t s .

i l l u m i n a t e d from an overhead controls these l i g h t s on the c a p t a i n ' s

f l o o d l i g h t . Circuit breaker p a n e l s i n m a i n p a n e l , the center panel and The fluorescent l i g h t s operate from

the aft section of the f l i g h t deck are the g l a r e s h i e l d . The first oficer's the standby electrical system at a

i l l u m i n a t e d by f l o o d l i g h t s . PANEL switch controls these l i g h t s preset level of intensity if there is a

on the first officer's p a n e l . loss of generator power.

White fluorescent f l o o d l i g h t s are The f l i g h t c o m p a rt m e n t systems

also positioned u n d e r the g l a r e s h i e l d i n d i c a t o r l i g h t s may be d i m m e d o r

to direct background l i g h t i n g onto tested by the use of a L I G H T S

the m a i n p a n e l s . One variable­ switch located on the center

intensity switch, w h i c h controls these i n s t r u m e n t p a n e l . P l a c i n g the switch

l i g h t s , is on the lower portion of the i n the test position i l l u m i n a t e s the

captain's m a i n panel a n d i d e n t i f i e d i n d i c a t o r l i g h t s , and p l a c i n g the

as B A C K G R O U N D . Movement of switch in the d i m p o s i t i o n d i m s t h e m .

this switch in a clockwise direction

increases the brightness of t h e

fluorescent l i g h t s .

14-2
 Lighting

Circuit Breaker
Panel Floodlights

Circuit Breaker
Panel Floodlights

See Detail A
Captain's Sidewall First Officer's Sidewall

Circuit Breaker Map Light

Panel Switches

First Observer's Circuit

Reading Light Breaker
With Control
Panel Flight Kit
Lignt With
Switch

Aft Section Detail A

Flight Deck Lighting

C O N T R O L STAND L I G H T S as MAP and are located on the DOME LIGHTS

s i d e w a l l by each pilot's seat.

The control stand i n s t r u m e n t p a n e l s Two white d o m e lights o n the c i r c u i t

are i n t e g r a l l y l i g h t e d s i m i l a r to those F L I G H T KIT LIGHTS breaker p a n e l s b e h i n d the crew,

u n i t s on the m a i n instrument p a n e l s . provide general flight c o m p a rt m e n t

I n a d d i t i o n , there is a white f l o o d l i g h t F l i g h t kit l i g h t s with switches for both area i l l u m i n a t i o n . These l i g h t s are

on the forward overhead panel w h i c h pilots are on the s i d e w a l l s and are c o n t r o l l e d by a switch on the aft

directs l i g h t downward onto the detachable with a f l e x i b l e cord so overhead p a n e l , identified as D O M E

thrust lever quadrant on the control that the l i g h t can be directed W H I T E . T h i s switch is provided with

stand. Variable-intensity controls for as r e q u i r e d . both bright and dim p o s i t i o n s . A

these l i g h t s are on the control stand separate lamp is i n c l u d e d i n the left

C I R C U I T B R E A K E R PANEL
and i d e n t i f i e d as PANEL and d o m e l i g h t that is part of the
LIGHTS
FLOOD. emergency l i g h t system.

C i r c u i t breaker p a n e l s b e h i n d the
O V E R H E A D PANEL L I G H T S OBSERVER'S LIGHT
crew are i l l u m i n a t e d by white

A variable intensity control for the f l o o d l i g h t s m o u n t e d on the floor, Detachable observer's r e a d i n g

integral i n s t r u m e n t and instrument sidewall and overhead, and directed lights with integral controls are on

panel l i g h t s for the overhead panels at the p a n e l s . A v a r i a b l e - i n t e n s i t y the c i r c u i t breaker p a n e l s b e h i n d

is located on the forward overhead switch for these l i g h t s is i d e n t i f i e d the crew

panel and i d e n t i f i e d a s PANEL. C I R C U I T B R E A K E R , and is

mounted on the forward overhead

MAP LIGHTS panel.

Two map l i g h t s w h i c h direct l i g h t

downward are mounted above each

p i l o t ' s seat. Variable-intensity

controls for these l i g h t s are identified

14-3
 :: White Tail Position

Landing

Landing

Red. l('Jingtip
Position ·
- ;;;x
..
·"/ · .·..
\tyhi!� Tail
. ::: · · Position
·,·.i···.·o·•
.�•.•

/111 '

Landing, Position, and Anticollision Lights

Exterior Lighting c o n d i t i o n s and m i n i m i z e the efect of LOGO L I G H T S

reflected l i g h t into the f l i g h t d e c k .

Exterior l i g h t i n s t a l l a t i o n s were g i v e n L i g h t s are installed i n the w i n g t i p s

special consideration for r e l i a b i l i t y POSITION LIGHTS to i l l u m i n a t e both sides of the

and easy maintenance. D o u b l e vertical t a i l .

w i n g - t i p position l i g h t s with d u r a b l e Two colored fixed navigation l i g h t s ,

l i g h t sockets improve dispatch red on the left a n d green on the RUNWAY T U R N O F F A N D TAXI

reliability. Exterior l i g h t switches are r i g h t , are on the outboard t i p of each LIGHTS

located a l o n g the forward edge of w i n g . White tail l i g h t s are also on

the wing t r a i l i n g edge f a c i n g aft near Runway turnoff lights are i n each
the forward overhead panel i n the

the t i p s . w i n g root inboard of the i n b o a r d

f l i g h t deck.
l a n d i n g l i g h t s . They are aimed ahead

LANDING LIGHTS ANTI-COLLISION LIGHTS and to the s i d e of the a i r p l a n e to

i l l u m i n a t e taxiway turnoffs. A nose

Two fixed and two retractable A n t i - c o l l i s i o n l i g h t s are mounted on gear taxi l i g h t is mounted on the

l a n d i n g l i g h t s are i n s t a l l e d . Fixed the top and bottom of the f u s e l a g e , i n n e r c y l i n d e r of the nose gear s h o c k

l a n d i n g l i g h t s are i n the w i n g l e a d i n g aft of the w i n g l e a d i n g e d g e . Each so that it turns with the nose gear.

edges n e a r the f u s e l a g e . a n t i - c o l l i s i o n l i g h t is a strobe l i g h t

Retractable l a n d i n g l i g h t s are i n the covered with a red l e n s . Access

outboard flap track f a i r i n g . W h e n the to the upper l i g h t is t h r o u g h a

retractable l a n d i n g l i g h t s are p a s s e n g e r cabin c e i l i n g p a n e l . The

extended the l i g h t s s h i n e forward, lower l i g h t is e a s i l y reached from the

p a r a l l e l to the waterline of the o u t s i d e of the a i r p l a n e .

a i r p l a n e , regardless of flap p o s i t i o n .
W I N G A N D TAIL S T R O B E L I G H T S
The outboard l i g h t s provide good

v i s i b i l i t y u n d e r adverse weather
White strobe l i g h t s are i n s t a l l e d o n

each w i n g t i p and on the tailcone.

14-4
 Lighting

Wing Illumination

Runway Turnoff

Nose Gear Taxi

Runway Turnoff, Taxi, Wing Illumination, and Strobe Lights

W I N G ILLUMINATION LIGHTS

Two w i n g i l l u m i n a t i o n lights are

provided for s c a n n i n g the w i n g s i n

f l i g h t and for i l l u m i n a t i n g the i m m e d ­

iate area on the g r o u n d . The l i g h t s

are f l u s h m o u n t e d , one on each s id e

of the fuselage forward of the w i n g

l e a d i n g e d ge and j u s t above floor

level.

SERVICE LIGHTS

� 6 ¢
D L
E O

x c Lights are provided i n both the

K

forward lower service compartment

and the accessory c o m p a rt m e n t .

Forward and aft cargo compartment

l i g h t s automatically t u r n off w h e n the

cargo doors are clos e d .

WHEEL

STROBE &
WING WELL � 6 WHEELWELL LIGHTS

¢ D

x
L

® ®°"® @ ®
K

L i g h t s are located i n each w h e e l w e l l

STEADY ON ON

for checking the nose and m a in gear

c o m p a rt m e n t s d u r i n g ground

s e rv i c i n g . Switches for these l i g h t s

are located i n both the f l i g h t

compartment and the wheel w e l l s .

14-5
 R e a d i n g L i g h t S w i t c h (3)

Attending Call Switch (2)

R e a d i n g Lights ( 3 )

Information Mirror

Signs Light

C e i l i n g Lights
PSU

Mid A i s l e
Sign

Lavatory

Passenger Compartment Lights

Interior Lighting READING LIGHTS i n the overhead b i n b u l l n o s e and i n a

f l o o r track at approximate 2 0 - i n c h

PASSENGER CABIN L I G H T I N G I n d i v i d u a l reading l i g h t s are provided i n t e rv a l s with arrows p o i n t i n g to low

i n the passenger service u n i t s above mounted exit indicators at each exit.

General i l l u m i n a t i o n of the each seat. A p u s h - b u t t o n switch is

passenger c a b i n is provided by adjacent to each l i g h t . These l i g h t s can be t u r n e d on from

fluorescent l i g h t s above the the p i l o t ' s overhead p a n e l or the aft

outboard edge of each stowage b i n Emergency Lighting attendant p a n e l .

at each overhead c e i l i n g p a n e l , and

i n the extrusion above each s i d e w a l l AIRCRAFT INTERIOR E M E R G E N C Y ESCAPE S L I D E

p a n e l . Incandescent n i g h t l i g h t s are LIGHTS

provided at selected c e i l i n g p a n e l s Upon loss of ac power, the

for low-level i l l u m i n a t i o n . The control emergency l i g h t i n g system F o u r exterior l i g h t s i l l u m i n a t e the

for the c e i l i n g and window p a n e l automatically provides l i g h t i n g i n escape s l i d e areas for the forward

lights is on the forward attendant's both the p a s s e n g e r cabin and f l i g h t and aft entry and forward and aft

p a n e l . The fluorescent c e i l i n g and deck. Four fluorescent l i g h t s on the service doors. F o u r a d d i t i o n a l l i g h t s

window l i g h t intensity can be pilots' g l a r e s h i e l d and selected i l l u m i n a t e the o v e rw i n g escape

selected as e i t h e r bright o r d i m . passenger c a b i n lights w i l l be doors and the areas just aft of the

Power for the passenger cabin i l l u m i n a t e d from the a i r p l a n e battery. wing trailing edge.

fluorescent c e i l i n g lights is divided I n a d d i t i o n , if the n o . 1 de bus is lost,

between the two m a i n ac buses so emergency l i g h t s w i l l automatically

that p a rt i a l c a b i n l i g h t i n g is still be i l l u m i n a t e d by special batteries.

available with the loss of power to a These emergency lights are: exit

bus. s i g n s , a i s l e l i g h t s , escape s l i d e

l i g h t s , overwing exit l i g h t s , and f l i g h t

c o m p a rt m e n t dome l i g h t . The a i s l e

escape path is i l l u m i n a t e d by l i g h t s

14-6
 Oxygen a n d Water/Waste

Features • Oxygen System

OXYGEN SYSTEM • Potable Water System

The flight crew and passengers have • Galleys and Lavatories

separate oxygen systems. The

passenger system automatically • Waste Water D r a i n System

deploys oxygen masks before the

cabin altitude reaches 15, 000 feet.

POTABLE WATER SYSTEM

The water is stored in a single tank

and the system utilizes corrosion­

resistant components. Waste water

is drained overboard through drain

masts or into storage tanks.

LAVATORIES

Lavatories may be located near the

forward and aft doors in the cabin

and are easily serviced and

maintained. The toilet waste system

utilizes filtered recirculated waste

water as the flushing medium.

15-1
 DililIJ

Aft Overhead Panel

PASS OXYGEN

NORMAL n Front View

- - - - -,
O N �

Chemical Oxygen Forward I

I PAs;Noxv I
Generator
Lav��o ....
I � e_.�
A__ �

Forward I I I

Attendants A A 0-- -;
ASU ....
.------'· I

L - - -,

I <p A A A A 1 1 A. A A A $ 1 1

L (left) _ _ . _ . (Right) L 1
Passenger Service Units . ...1

(Typical) r - -
lflS A APU A

FUEL A OVHTIOETA Aft I c: Oxygen

Lavatory I T ;:J J Masks
A S U . A D. 0j .
. · A ft . I Chemical
0
Note: ·, i. I · Oxygen
Attendants. A A 0j ...I Generator
PSU - Passenger Service Unit
ASU ....
.------"
ASU - Attendant Service Unit

Passenger Oxygen Systems

Oxygen System guarded electrical switch i n s t a l l e d on C A U T I O N l i g h t s , the O V E R H E A D

the aft overhead p a n e l in the f l i g h t a n n u n c i a t o r l i g h t , and the PASS

Two i n d e p e n d e n t oxygen systems deck. The masks can also be OXY O N l i g h t on the p i l o t ' s overhead
are i n s t a l l e d : a h i g h p r e s s u r e oxygen deployed m a n u a l l y at any P S U with panel.
c y l i n d e r s u p p l i e s the f l i g h t a s i m p l e tool.
compartment crew, and c h e m i c a l Portable oxygen c y l i n d e r s are

generators supply the passenger The door on each stowage box has a p r o v i d e d , for emergency first aid, i n

cabin. drop test door stopper to allow the p a s s e n g e r c a b i n . A p o rt a b l e

partial drop of the door without oxygen c y l i n d e r is readily available,

The f l i g h t compartment oxygen d e p l o y i n g the masks. Automatic o r adjacent to each f l i g h t attendant
system is the d i l u t e r demand type, f l i g h t crew i n i t i a t i o n of mask station.
which provides a i r mixed with deployment is sustained t h r o u g h a
oxygen for the f l i g h t crew. The t i m i n g circuit for five seconds to

a m o u n t of a i r w h i c h is mixed with e n s u r e release of a l l p a s s e n g e r

oxygen is controlled by c a b i n service u n i t doors. Power a p p l i c a t i o n

altitude. is removed after five seconds to

e l i m i n a t e u n n e c e s s a ry battery
1 0 0 % oxygen and/or c o n t i n u o u s flow
loading.
may be selected on the mask

controls if r e q u i r e d . Oxygen generation w i t h i n each P S U

is activated by p u l l i n g on any of the

P a s s e n g e r cabin oxygen is provided
associated oxygen masks. Each
by chemical oxygen generators.
c h e m i c a l oxygen generator releases
Oxygen mask deployment is initiated
oxygen for a period of 1 2 m i n u t e s .
automatically by an aneroid switch
Activation of the deployment circuit
(actuated when c a b i n altitude is
by the f l i g h t crew or the a n e r o i d
1 4 , 0 0 0 feet) or m a n u a l l y by a
switch i l l u m i n a t e s the MASTER

15-2
 Oxygen a n d Water/Waste

Diluter Lever Flow Indicator

Forward

Overhead

Panel (PS)

Mask Diluter/ ....---------.

Pressure Reducing Regulator
Demand

Regulator
Oxygen Cylinder
(Typical)

Supply Emergency/Continuous

Valve Lever Flow and Test Knob

IIDIIIJ

Flight Forward Cargo

Deck Compartment

Flight Crew Oxygen System

The f o l l o w i n g oxygen controls are OXYGEN EMERGENCY AND STATION)

located on the aft overhead p a n e l of TEST KNOB

W h e n the left door on the oxygen
the f l i g h t c o m p a rt m e n t .
Rotate clockwise - - S u p p l i e s mask stowage box is o p e n e d , an

FLIGHT CREW OXYGEN c o n t i n u o u s flow of oxygen. oxygen shutoff valve in the box

P R E S S U R E INDICATOR automatically opens and oxygen is

Press - - Initiates flow to test mask s u p p l i e d to the mask-mounted

Indicates f l i g h t crew oxygen system regulator.

s u p p l y pressure. OXYGEN D I L U T E R LEVER

The crew oxygen shutoff valve is

• N O R M A L - - S u p p l i e s air-oxygen
P A S S E N G E R O X Y G E N ON L I G H T located i n the f l i g h t c o m p a rt m e n t
mixture on d e m a n d . Oxygen
b e h i n d the first officer on the P6
I l l u m i n a t e s amber when passenger s u p p l i e d varies with c a b i n
panel.
system is activated. altitude.

• 1 0 0 % - - S u p p l i e s 1 0 0 % oxygen on
P A S S E N G E R O X Y G E N SWITCH
demand.

• O N - - C a u s e s oxygen masks to • 1 0 0 % and emergency knob O N - ­

S u p p l i e s 1 0 0 % oxygen i n a
d r o p . P u l l i n g mask activates

oxygen flow from chemical c o n t i n u o u s flow.

oxygen generator.
O X Y G E N FLOW I N D I C A T O R
• N O R M A L - - l f the cabin altitudes

c l i m b s to 1 4 , 0 0 0 feet, passenger
A b l i n k e r w h i c h s i g n a l s oxygen flow
oxygen masks w i l l drop
to the mask.
automatically.

O X Y G E N SUPPLY VALVE
Mask-mounted regulator at each
(CAPTAIN A N D F I R S T O F F I C E R ' S
crew station i n c l u d e s the f o l l o w i n g :

15-3
 Air Pressure Supply

Line to Water Tank

Galley

Water

Supply Line

Air Pressure

Supply Line

Potable Water

WATER

G)

CD CD
WATE�

0@�
PUSH

'
fankDrain Valve

Water Quantity ln.dicator

(l.ocated Above f,ft Service Door)

Ground Air Supply

Water Service Panet

TankDrain

Handles

Detail A

Water Tank

15-4
 Oxygen a n d Water/Waste

Quantity Indicator

Cabin Gerling-- -

Lavatory

Wash Basin

Drain Valve

Cabin Floor - -

Forward· Drain

F - Filter

H � WaterHeater
Fill Connector
M � Muffler

PR - PtessureBequlator

RV - Relief Valve

T - Toilet Tank

1±1 - Check Valve

Water System

Potable Water System Hot water is produced by a one and are s u i t a b l e for use with super­

one-half q u a rt , 420-watt electric c h l o r i n a t e d water. Normal

D r i n k i n g water is s u p p l i e d from a heater i n s t a l l e d i n the hot water precautions to prevent freezing are

s i n g l e storage t a n k located below faucet s u p p l y l i n e for each wash recommended, however, d i s t r i b u t i o n

the passenger cabin floor aft of the basin. l i n e s are made of materials w h i c h

cargo c o m p a rt m e n t . The total usable w i l l s u s t a i n freezing without rupture

capacity of the tank is 30 g a l l o n s for External s e rv i c i n g of the water o r p e r m a n e n t d i s t o rt i o n .

-300 and -500; however, the normal system is a c c o m p l i s h e d from g r o u n d

quantity is standpiped to 20 g a l l o n s . level at the water service panel

The -400 tank capacity is 40 g a l l o n s located below the aft entry door on

and standpiped to 30 g a l l o n s . the left side of the f u s e l a g e . An

overflow fitting indicates w h en the

Bleed a i r directly from the e n g i n e s tank is f u l l . A water quantity indicator

maintains a pressure of 25 psi i n the is located on a panel above the aft

tank d u r i n g f lig h t . When the a i r p l a n e service do o r i n the aft g a l l e y area.

is on the g r o u n d , tank pressure can

be s u p p l i e d by the A P U o r a g r o u n d A d r a i n valve h a n d l e is located i n the

pneumatic cart t h r o u g h an a i r valve service panel to permit d r a i n i n g the

fitting on the s e rv i c i n g p a n e l . Bleed water tank. W h e n the valve is o p e n ,

a i r l i n e s i n c l u d e an a i r filter, pressure water d r a i n s overboard t h r o u g h a

regulator and relief valve to maintain separate l i n e t hr oug h the lower

the proper pressure. The pressure in fuselage s k i n . Drain valves i n the

the ta nk provides water flow to the lavatories permit d r a i n i n g the other

various outlets in the lavatories and p o rt i o n s of the system.

galleys, and is not affected by

a i r p l a n e attitude, altitude o r cabin Water system components are made

pressure. of corrosion-resistant material and

15-5
 Right Flush Port

Cap Valve

Open Lever

�FWD

Aft Toilet Service Panel

�FWD

Forward Toilet Service Panel

Toilet Service

Galleys and Lavatories f l u s h motor to operate for 1 O one aft, which are e l e c t r i c a l l y heated

s e c o n d s . The c h e m i c a l disinfectant to prevent f r e e z i n g .

G a l l e y s and lavatories can be a n d d e o d o r i z e r mixture is p u m p e d

located forward and aft, near the t h r o u g h the filter and f l u s h r i n g and

entry and service d o o r s . Standard returns to the t a n k . The toilets are

lavatory arrangement is one forward serviced from separate external

and one or two aft.

service p a n e l s , one for the forward

One or more galleys are typically and one for the aft t o i l e t s , located on

located at the forward service door. the right side of the f u s e l a g e .

An aft transverse g a l l e y is basic a n d Standard service c o u p l i n g s are

extends across the aft pressure u s e d . with a t h r e e - g a l l o n s o l u t i o n of

b u l k h e a d , however, other aft g a l l e y water, deodorant, dye and

arrangements can be specified. disinfectant. The total capacity of the

toilet d r a i n tanks is approximately 1 5

Each lavatory contains a wash
g a l l o n s for the forward t o i l e t a n d 1 7
b a s i n , mirror, other vanity and s u p p l y
g a l l o n s for the aft toilet. If a
items, and a recirculating flush-type
recirculating p u m p m a l f u n c t i o n s , the
toilet. When the lavatory door is
toilet may be used as a c h e m i c a l
closed and locked, fluorescent m i r r o r
toilet.
l i g h t s are automatically t u r n e d on to

provide additional i l l u m i n a t i o n . WASTE WATER D R A I N SYSTEM

Each toilet c o n t a i n s a waste tank The waste water from the lavatory

vented to the d r a i n system. W h e n wash b a s i n s , galleys and doorway

the f l u s h handle is rotated, a thresholds flow overboard t h r o u g h

mechanical t i m e r allows t h e 1 1 5 V ac two d r a i n masts, one forward and

15-6
! fli fl fl j�
 C o m m u n i c a t i o n s a n d Recorders

Features • Communication Systems

DIGITAL AUDIO CONTROL • Digital Audio Control

Provides a system to process all • Service lnterphone

audio information to, from, and

within the airplane. • Crew C a l l

VHF COMMUNICATIONS • PassengerAddress

Provides short-range voice • AudioNideo Entertainment

communication between the

• V H F Communications
airplane and ground stations or

other airplanes.
• H F Communications

HF COMMUNICATIONS
• Voice Recorder
(OPTIONAL)

• D i g i ta l Flight Data Recorder

Used for long-range voice

communication.
• SELCAL

AR/NC COMMUNICATIONS
• A R I N C Communications
ADDRESSING AND REPORTING
Addressing and R e p o rt i n g
SYSTEM (AGARS) (OPTIONAL)
System (ACARS)

An addressable digital data link

• Electronic Clocks
permitting messages between the

airplane and ground operations by

way of the VHF radio.

DIGITAL FLIGHT DATA RECORDER

SYSTEM

Records airplane data for regulatory

agencies and for airline use.

16-1
 External Clocks

System
Digital F l i g h t Data
Inputs---------
Recorder System

External r - - - - ,
System I ACARS VHF HF External
I n p u t s ---Iii System Communication I Communication I System
Systems Systems inputs

L - - .J
Li- - - - .J

r - - ,
Crew Call
SELCAL�-+------­
Aural W a r n i n g ---------1
System System
L - - .J

lnterphone �
Handsets

--------- PA®--------­

Microphones
Voice

Recorder -----1
System
r - - - ,
Flight
Passenger
Compartment Passenger
Microphones Digital Audio I E n t e r t a i n m e n t -------­
Address
Aontrol System A u d i o System
and Headsets System
L - - - .J

External System Inputs---

External System lnputs----­

Service r - - - ,
lnterphone
Passenger
J a c k s �---n--
I E n t e r t a i n m e n t ------­
V i d e o System

L - - - .J

Communication Systems

C o m m u n i c a t i o n Systems o r com p an y radio networks. A l l s o l i d box a r o u n d a system i n d i c a t e s

c o m m u n i c a t i o n s and s o u n d s from that it i s a required system and is

The a i r p l a n e c o m m u n i c a t i o n the f l i g h t c o m p a rt m e n t are recorded i n c l u d e d in a l l a i r p l a n e s . A d a s h e d

systems p r o v i d e f a c i l i t i e s for air-to­ on the voice recorder. box s u r r o u n d i n g a system i n d i c a t e s

g r o u n d and air-to-air voice and data that it is an optional system, o r a

radio c o m m u n i c a t i o n s ; f l i g h t The f l i g h t crew and f l i g h t attendants system not required by a l l r e g u l a t o r y

crew/ground crew c o m m u n i c a t e via the agencies.

i n t e r c o m m u n i c a t i o n s ; voice/data attendants/service i n t e r p h o n e

recording, passenger information system, and crew members are

a n d e n t e rt a i n m e n t , and crew a l e rt e d to a c a l l by the c h i m e s a n d

a l e rt i n g . l i g h t s of the crew call system. T h e

p a s s e n g e r s can be i n f o r m e d o r

C o m m u n i c a t i o n s devi ces are i n

e n t e rt a i n e d by an address or taped

m a ny areas t h r o u g h o u t the a i r p l a n e . m u s i c system ( o p t i o n a l ) that is

There are controls i n the f l i g h t operated by the a i r p l a n e crew.

c o m p a rt m e n t that e n a b l e the f l i g h t

crew to select different modes of The a i r p l a n e indicator/recorder

c o m m u n i c a t i o n ; s u c h as, the s h o rt t o systems record f l i g h t parameters,

m e d i u m range very h i g h frequency provide a u r a l w a r n i n g s to the crew,

( V H F ) r a d i o , the l o n g range h i g h and provide h i s t o r i c a l f l i g h t a n d

frequency ( H F ) radio ( o p t i o n a l ) , the system information for g o v e r n m e n t

f l i g h t i n t e r p h o n e , the and company use.

attendant/service i n t e r p h o n e , and

the p a s s e n g e r address (PA) system. The d i a g r a m provides an overview of

An o p t i o n a l selective c a l l i n g the various c o m m u n i c a t i o n and

( S E L C A L ) system a l e rt s the f l i g h t indicator/recorder systems offered

crew to radio c a l l s i s s u e d by A R I N G o n t h e 737 f a m i l y of a i r p l a n e s . A

16-2
 C o m m u n i c a t i o n s a n d Recorders

Headset
with Boom Control Wheel

Microphone Microphone Switches

Headset Oxygen Mask Hand Mike

Jack Mike Jack Jack
Transmissions
To and Received
AAU OBS F/0 CAPT Audio from
Communications
l___...l.--_l---l-----1------... ::::::� !:;;, o;,D;H o��;H O Equipment
FU INT svn SVR

Captain's Station @' �;�c·,:0 J @

First Officer's Station p GA,

P:,,·· ( ��!�JP
AUMPCTI l •=j Flight
AUD•OPOI ! _"46'=' •• l-----,9'

Compartment

Speakers
FONT A[] B[] C[] D[)
Oxygen
Hand Mask
@ @ @ @
Headset Microphone Microphone
REMOTE ELE ONICS UNIT

AVTECH PIN

BOEING PIN
Received Audio
TSO C50c

�8�"·
1/C BOOM NOAM
RTCA 0 0 - 1 6

B2AKXXXXFX
ENV CAT

AAZ
,____..... From Navigation
Equipment

Audio Control Panels

First Observer's Station ® S E R I A L NO D®

r.:,. DATE MFD ® Voice
\::I W E I G H T 7_75 LBS
Recorder

Remote Electronic Unit

Digital Audio Control System

Digital A u d i o Control lnterphone/radio push-to-talk (PTT)

switches are i n s t a l l e d on the control

The d i g i t a l a u d i o control system c o l u m n wheels for use with the

allows c o m m u n i c a t i o n between the oxygen mask o r boom

i n d i v i d u a l f l i g h t crew members and m i c r o p h o n e s . The R/T-1/C switch on

between the f l i g h t crew and g r o u n d the a u d i o control p a n e l serves a

stations. s i m i l a r f u n c t i o n . The ALT / N O R M

switch, in the ALT p o s i t i o n , connects

A u d i o control panels are provided for
the V H F - 1 o r V H F - 2 to the captain's,
the captain, first officer and ob s erver
first officer's, and observer's
and a l l o w the flight crew to select
stations.
radio, passenger a d d r e s s , or f l i g h t

and service interphone systems. No The remote electronic u n i t ( R E U )

a u d i o s i g n a l s are present i n the processes the d i g i t a l l y formatted

audio control p a n e ls. U s i n g the s i g n a l s from the a u d i o control

a u d i o control panels, h a n d , boom or p an els. The R E U performs the a u d i o

oxygen mask m i c r o p h o n e s can be integration and amplifies the a u d i o

connected to the radio transmitters, from the radios, i n t e r c o m s , g r o u n d

passenger address, o r f l i g h t and proximity w a r n i n g system, traffic

service interphone systems. The alert and c o l l i s i o n avoidance system,

same a u d i o systems as well as and a l t i t u d e a l e rt for the headsets

various navigation receivers can be and speakers.

monitored t h r o u g h headsets at each

crew station o r t h r o u g h speakers at

the captain's and first officer's

stations.

16-3
 AAU OBS F/0 CAPT
Control W h e e l
PTT S w i t c h e s :�: ·�;
n.r nr
I �;; 0 ;,D;"
::,VH
0 ;��·· 0
':;-Vt

OME 2 ADI

l-t-------1-- @ ��1:E\:C!i @

::;�" ( ATTENTION:

Microphones, Ii-+-+------ :��,���;; l��J

Headsets, Speakers
FONT A[] B[] C[] D[]

@ @ @ @
A u d i o Control Panels
REMOTE E L E ONICS U N I T

AVTECH PIN

"'©t@"@ BOEING PIN

TSO C50c
CONN FLIGHT SERVICE
RTCA 0 0 - 1 6 ENV CAT

NOSE
B2AKXXXXFX AAZ

@ © N:R:�LL

NOT IN CALL L�

D®
USE

® S E R I A L NO
External Power Service Panel
r.:, DATE MFD Ix\
\:!/ W E I G H T 7 75 LBS \::J

K,L,N

Aft Attendant's

Station SERVICE INTERPHONE

8 ON

Service lnterphone System

Service lnterphone

Code l n t e r p h o n e Stations Type Operation The service i n t e r p h o n e system

allows c o m m u n i c a t i o n between the

f l i g h t crew, c a b i n attendants, g r o u n d
Locations Controlled
A External Power Panel Jack
by On/Off Switch I n crew o r m a i n t e n a n c e p e r s o n n e l .
F l i g h t Compartment
B A P U Access Panel Jack Jacks for p l u g - i n m i c r o p h o n e and

headsets are i n s t a l l e d at v a r i o u s
c W i n g R e f u e l i n g Station Jack
locations i n the a i r p l a n e and e n a b l e

g r o u n d p e r s o n n e l to c o m m u n i c a t e
D Fwd of RH Wheel Well Jack

with each other. T h e external jacks

E Fwd of LH Wheel Well Jack are c o n t r o l l e d by an on/off switch on

the aft overhead p a n e l i n the f l i g h t

F Aft P a s s e n g e r Cabin C e i l i n g Jack
c o m p a rt m e n t . Handsets are

Electronic E q u i p m e n t Rack Jack

a v a i l a b l e at t h e forward a n d aft
G

attendants' p a n e l s . The service

i n t e r p h o n e a m p l i f i e r is incorporated
H Fwd Attendant's Panel Handset Locations are

Unswitched i n t h e remote electronic u n i t i n t h e

J Aft Attendant's Panel Handset
e l e c t r o n i c e q u i p m e n t c o m p a rt m e n t .

K Captain's Station Jack

L First Officer's Station Jack

M Observer's Station Jack

N Control Stand Jack

Service lnterphone System

16-4
 C o m m u n i c a t i o n s a n d Recorders

INTERPHONE
EXTERNAL POWER

CALL SYSTEM

@
CONN
®® FLIGHT SERVICE
.
.
I I I

..

NOSE
D D D -
@ ©
PILOT WHEELWELL

ON@
e e (@ D

CALL
NORM
CAPTAIN ATTENDANT RESET
C=:J © © ©
LIGHT
NOT IN

USE
� TONE OPERATE
II 11
Forward Attendant's Panel v
. . ...

CJ
I LO�F.l

10HMS ,VRMS·

External Power Service Panel

'
MASTER GAIN

@
:

Speakers
Overhead· Panel .....

D
CALL SYSTEM .
"" ..

O GRD
I I

AT© ©L 0 � 0

e (@ tQ I

Passenger
Address Passenger Service Units
[§Q CAPTAIN ATTENDANT RESET
Amplifier

Aft Attendant's Panel

t ..

..

Fwd Exit Aft Exit

:·
Crew Call Relav

i , i,
...

Chime Horn
(@ .• � Set
qPqb a
qpqb a
I I I I AL :
a. �l

ATTENDANT CALL : Reset j i

Flight

Compartment
Nose

Wheel Well
.

Lavatories
I J ..

,I

Crew Call System

Crew Call P u s h i n g any PSU call switch sounds A horn i n the nose wheel well a l e rt s

a s i n g l e h i g h - t o n e c h i m e and t u r n s the g r o u n d crew to a c a l l from t h e

The c a l l system e n a b l e s the crew o n t h e b l u e indicator l i g h t . P u s h i n g f l i g h t crew on the i n t e r p h o n e .

and passengers to g a i n the attention the lavatory c a l l switch sounds a

of one another by means of v i s u a l s i n g l e h i g h - t o n e c h i m e and turns on

and aural s i g n a l s . the amber indicator l i g h t . P u s h i n g

the call switch at the attendant panel

Colored c a l l indicator l i g h t s are
o r in the f l i g h t compartment s o u n d s
located on the forward and aft exit
a two-tone c h i m e and t u r n s on the
locator s i g n s . C a l l switches are
p i n k indicator l i g h t .
located on each p a s s e n g e r service

unit ( P S U ) , i n each lavatory, on the F l i g h t attendants and g r o u n d

forward and aft attendant's p a n e l s , p e r s o n n e l can call the f l i g h t

and i n the f l i g h t c o m p a rt m e n t . compartment from t h e i r stations by

means of a s i n g l e - t o n e c h i m e and

blue l i g h t on the overhead p a n e l .

16-5
 Microphones,
Headsets,
Speakers

Control W h e e l

PTT Switches

Audio Control Panels

Tape Reproducer
Remote Electronic
Unit

D D O D

1 © © © 1

J j_

c:::::J

PA Amplifier

Control Stand
Attendant's Lavatory
•D
..,��§§§�ij
Area Speakers
Microphone
Speakers
Passenger
(Provisions)
Service U n i t

Passenger Address System

Passenger Address System Priority 4 is b o a r d i n g m u s i c from the The PA a u d i o output level is

tape reproducer. C h i m e s are a u t o m a t i c a l l y increased w h e n t h e

The PA system provides p r i o r i t i z e d s u p e r i m p o s e d over any a u d i o and e n g i n e s are r u n n i n g to compensate

c o m m u n i c a t i o n s to t h e p a s s e n g e r s . are interpreted as f o l l o w s : for the increased c a b i n n o i s e .

It provides c h i m e s to a l e rt
• S i n g l e low c h i m e : No s m o k i n g ,
attendants and p a s s e n g e r s .
fasten seat b e l t s .

F l i g h t crew a n n o u n c e m e n t s have the • S i n g l e high/low c h i m e : Attendant­

h i g h e s t p r i o r i t y and are made u s i n g call.

m i c r o p h o n e and a u d i o c o n t r o l p a n e l • S i n g l e h i g h c h i m e : Passenger-to­

i n p u t s to the R E U . Attendant's attendant c a l l .

a n n o u n c e m e n t s are priority 2 and

the attendants use t h e c a b i n

m i c r o p h o n e s to make

announcements.

Priority 3 is prerecorded

a n n o u n c e m e n t s from the tape

reproducer.

16-6
 C o m m u n i c a t i o n s a n d Recorders

Video Tape Reproducer

TONE OPERA TE

LOUVEL
,OHMS, ,VAMS,

Main
Multiplexer

Audio Tape Reproducer

AudioNideo Entertainment

AudioNideo Entertainment The a u d i o tape reproducer typically

provides 1 2 c h a n n e l s of m o n a u r a l

A u d i o and v i d e o e n t e rt a i n m e n t a u d i o to the m a i n multiplexer. The

systems are offered as optional multiplexer processes and converts

equipment. the analog a u d i o s i g n a l s to a d i g i t a l

format and sends the d i g i t a l s i g n a l s

A typical a u d i o e n t e rt a i n m e n t
to the passenger seats where they
system consists of an a u d i o tape
are a g a i n converted to a u d i o for
reproducer, a m a i n m u l t i p l e x e r ,
passenger l i s t e n i n g pleasure. The
p a s s e n g e r control u n i t s , headsets,
m u l t i p l e x e r can also c o m b i n e two
and c o n n e c t i n g hardware.
monaural a u d i o c h a n n e l s to provide

a stereo output to the passenger.

A video e n t e rt a i n m e n t system may
P a s s e n g e r address a u d i o is sent to
be added to the a u d i o entertainment
the main m u l t i p l e x e r where it is given
system. The video system typically
priority over the e n t e rt a i n m e n t a u d i o
consists of a video tape reproducer,
so that it is heard on the headsets by
video monitors and a d d i t i o n a l
passengers u s i n g either
interface e q u i p m e n t . A u d i o from the
e n t e rt a i n m e n t system.
video e n t e rt a i n m e n t system is

processed through the a u d i o

e n t e rt a i n m e n t system.

16-7
 0 0

(@ e [IJ 1l
@ 0
Captan's V H F Comm Control Panel
0 0 No. 1 V H F Comm Antenna
\ I

@ @ @

s,7�v ��1T PA
CJ VHF-1
@ @ @ @ @ @ @ Antenna'\.
VHF #1 Ttransceiver ,
'NAV-2 1·ADF 2 MKA SPK�

@ @ @ @ @ @
A•T 8 V 8 A ALT
MOOE AG 80 Cl] D!]

� B OO M � ' VHF-3
Audio Control Panels Antenna

(Optional)

Microphones, [I]
Headsets,
Speakers, @ 0
PTT Switches
0 0
\ I No. 2 VHF Comm Antenna

@ @ @
0

(@ e VHF #2 Transceiver

First officer's VHF Comm Control Panel

VHF Communication Systems

V H F C o m m u n i c a t i o n System A d u a l V H F c o m m u n i c a t i o n system

is basic. A t h i r d V H F transceiver is

The very h i g h frequency ( V H F ) a v a i l a b l e a s an o p t i o n .

c o m m u n i c a t i o n system provides

s h o rt - r a n g e ( l i n e of s i g h t ) air-to­ Frequency selection for the V H F

g r o u n d a n d a i r - t o - a ir voice and c o m m u n i c a t i o n transceivers is made

data c o m m u n i c a t i o n s . Frequency from the respective V H F control

range is 1 1 8 to 1 3 6 m e g a h e rt z . panel. Microphone selection,

h e a d p h o n e m o n i t o r i n g , and PTT

f u n c t i o n s are performed in the

remote e l e c tro n i c u n i t , based on

a u d i o control p a n e l selections.

The t h i r d V H F c o m m u n i c a t i o n

system ( o p ti o n a l ) can be c o n t r o l l e d

by the A R I N C c o m m u n i c a t i o n s

a d d r e s s i n g and reporting system

( A C A R S ) . W h e n i n s t a l l e d , ACARS

uses the V H F system to receive and

t r a n s m i t d i g i t a l data to and from a

g r o u n d station.

16-8
 C o m m u n i c a t i o n s a n d Recorders

��0 0.0 0 ........

�tB AM l)
0
0 ··--
__ _,,..._
� RF

� SENS

® �TUT

Captan's HF Comm Control Panel

AAU OBS FIO CAPT

Microphones, Headsets,

Speakers, PTT Switches

---- ���:�;�;¢;FLTltH o��:"0��;11
SVR u SVR @ @
0ME2 ADJ
.__ ___. @ �!l�E1�;;.JJ @

1�1
HF Transceiver
..-------------. ::�� I ATmrnc,;.;� HF Coupler

,...,...
.........
_- _:-
_--
---
----
_:-
_---
---
---
----
----
----
----
............ :��:�=;;; li,.W:.J
_....-- MIC SELECTOR----..

MODE"AO BO CO DO

DDDDDDD
1 ·VHF-2 1-HF-2 sl��v i�i PA

@ @ @ @ @ @ @
1-NAV-2 1-ADF-2 MKR SPKR

'" 0 v s ' �,

� 00 � � �
NORM

Audio Control Panels 0 ........

o---
0 __ _,, ....

@ � ,u r

��0 0.0

� LSB AM 0
,,::,.
use�
OFF

SEMS
@ @

First Officer's HF Comm Control Panel

HFTransceiver

HF Communication System

H F Communication System Receiver sections of the H F

transceivers are protected for d u a l

The h i g h - f r e q u e n c y ( H F ) H F i n s t a l l a t i o n s . W h e n one H F

c o m m u n i c a t i o n system is used for transceiver is t r a n s m i t t i n g , the

long-range communications. S i n g l e other is prevented from receiving

HF, d u a l HF, o r H F provisions are or transmitting.

frequently ordered o p t i o n s . Each H F

c o m m u n i c a t i o n system consists of a System mode o p e r a t i o n , frequency

transceiver, a control p a n e l , an and sensitivity can be selected from

antenna coupler, and a c o m m o n the H F c o mm control p a n e l .

antenna.

The a n t e n n a and the a n t e n n a

couplers are i n s t a l l e d i n the vertical

stabilizer. The antenna c o u p l e r

matches the variable impedance of

the an te n na to the impedance of the

transceiver over the H F frequency

range of 2 . 8 to 30 m e g a h e rt z .

16-9
 P a r k i n g Brake Air/Ground e �----� e
--- Relay Relay ----------

e e
0
Voice Recorder Control P a n e l

�-- MIC SELECTOR--�

e e

DDDDDDD AAU

:�:::::
FLiltH
��;:
OBS F,O

o��:"o;�"O
SVR SVR
CAPT

1-VHF-2 1-HF-2 sl��v i�i PA

It------.. Dt,H:2 ADJ
1 1

@ �1 !e r�DJ @
@ @ @ @ @ @ @
1-NAV-2 1-ADF-2 MKR SPKR -------- ::��In ( �"1
AUO,OPC·l, l . JJ--------
.......... AUOIOP,)12 11'6� ..

MODE AO so cri DO V-oi....

.... ce- R-e
c-o
- r
d_e
_ r_____....._......

Audio Control Panels

Microphones

Remote Electronic Unit

Flight Compartment

Voice Recorder System

Voice Recorder System A test switch on the control panel Digital F l i g h t Data Recorder

can be used to perform a f u n c t i o n a l System

The voice recorder provides a check of the system.

c o n t i n u o u s record of the last 30 The d i g i t a l f l i g h t data recorder

m i n u t e s of f l i g h t crew conversation A b u l k E R A S E switch on t h e control system ( D F D R S ) records the most

and c o m m u n i c a t i o n . It makes a p a n e l can be used on the g r o u n d recent 25 h o u r s of f l i g h t parameters

c o n t i n u o u s recording of f o u r a u d i o with the p a r k i n g brake e n g a g e d . o n m a g n e t i c tape, o r i n s o l i d state

c h a n n e l s . The f o u r c h a n n e l s are the memory, h o u s e d i n a crash proof

c a p t a i n ' s , first officer's, a n d first An u n d e rw a t e r locator beacon is c o n t a i n e r . A l l f l i g h t parameters

o b s e r v e r ' s m i c r o p h o n e i n p u t s and i n s t a l l e d o n the front of the voice required by c u s t o m e r a i r l i n e s and

the area m i c r o p h o n e on the voice recorder. regulatory a g e n c i e s w o r l d w i d e are

recorder control p a n e l . e i t h e r standard o r readily a v a i l a b l e .

M i c r o p h o n e i n p u t s from the c a p t a i n , A v a i l a b l e parameters i n c l u d e :

first officer, and first observer are

• G r e e n w i c h mean t i m e ( G M T )
s en t to the remote e l e c t r o n i c u n i t ,
• Altitude
where they are a m p l i f i e d a n d sent to

the a s s i g n e d c h a n n e l i n the voice • C o m p u t e d airspeed

recorder. M i c r o p h o n e i n p u t from the • Heading

area m i c r o p h o n e is a m p l i f i e d at the
• Vertical acceleration
m i c r o p h o n e and sent directly to the
• Pitch attitude
voice recorder a u d i o c h a n n e l 4 .

• R o l l attitude

• R a d i o t r a n s m i t t e r k e y i n g ( each

radio)

• Thrust/power of each e n g i n e

16-10
 C o m m u n i c a t i o n s a n d Recorders

READ

Accelerometer

Flight Recorder Module

Mandatory Parameters

Optional Parameters --1..J�a:=====�;;fl.J 0 8

r
Digital Flight Data Acquisition

Unit (DFDAU) & \..:?&

0 0
0 0

Digital Flight

Data Recorder

...__.. Copy Recorder

Connector

Digital Flight Data Recorder System

• T r a i l i n g edge fl a p p o s i t i o n • Total a i r temperature (TAT) g r o u n d by p l a c i n g the

TEST / N O R M A L switch on the

• Le a d i n g edge device position • H y d r a u l i c s , each system low
m o d u l e i n the TEST position.
pressure
• Thrust reverser p o s i t i o n

• Groundspeed
• Speed brake selection The required d i g i t a l , discrete, and

• Drift a n g l e analog data from a i r p l a n e f l i g h t

• Marker beacon passage

• W i n d speed and direction systems are s u p p l i e d to the di gi t a l

• Autopilot e n g a g e m e n t
f l i g h t data acquisition u n i t ( D F D A U )
• Latitude and l o n g i t u d e
• L o n g i t u d i n a l acceleration
for processing and format
• Brake pressure
• Lateral acceleration c o n v e r s i o n . The d i g i t a l output of the

• Throttle lever p o s i t i o n D F D A U is recorded i n the d i g i t a l

• R u d d e r p e d a l , control w h e e l and

control c o l u m n inputs • Fu el flow f l i g h t data recorder ( D F D R ) . The

D F D A U is located in the electrical

• Control surface position (elevator, • Traffic al e rt and c o l l i s i o n
e q u i p m e n t compartment; the di git a l
a i l e r o n , rudder) avoidance system
f l i g h t data recorder is located above
• Pitch tr i m position • G r o u n d proximity w a r n i n g system
the c e i l i n g i n the aft passenger

• G l i d e s l o p e deviation • L a n d i n g gear position compartment; the f l i g h t recorder

• Localizer deviation • D M E distance module is located on the aft

overhead p a n e l i n the f l i g h t
• Automatic f l i g h t control system • N avig at i o n frequency selection
c o m p a rt m e n t ; and the accelero­
(AFCS) modes and engage
meter is located i n the wheel w e l l .
status The f l i g h t recorder operates
An underwater locator beacon is
automatically w he n either e n g i n e is
• Radio altitude
i n s t a l l e d on the front of the D F D R .
operating or if the a i r p l a n e is i n the
• Master w a r n i n g
air. An amber O F F l i g h t on the f l i g h t

• Ma in gear squat switch status recorder module is on w h e n the

• A n g l e of attack system has a fault o r is off. The

recorder may be powered on the

16-11
 S E L C A L Alert L i g h t and

Reset Switches (Optional)

r,:="""""'"""""'"""""'"""""'"""""""""""""""""'"""""'"""""""""""""""""""""""""'1SELCAL
SELCAL Control Panel
Audio Control Panel
HF
(Optional)

��������

�l',Vi �OF� � 5�

@ ' ii �

SELCAL
9 L A U J:" A I L 8LAUFAIL
Coding
(§) K E Y l t l T E A L U C K (§) KEY IIJTERLOCK Receptacle

HF Transceivers

Aural
Warning
[D Unit

e (!)
DJ
e (!) DJ
@ (!)

SELCAL Decoder

VHF Transceivers

SELCAL System

SELCAL (Optional) The S E L C A L decoder accepts

i n p u t s from up to three V H F and two

The selective c a l l i n g ( S E L C A L ) H F c o m m u n i c a t i o n systems.

system a l e rt s the f l i g h t crew that a

g r o u n d station w i s h e s to The S E L C A L decoder responds to

c o m m u n i c a t e with t h e m . t h e g r o u n d station s i g n a l only if t h e

s i g n a l is coded with the a i r p l a n e ' s

A c a l l l i g h t on the S E L C A L control u n i q u e S E L C A L code.

p a n e l o r a u d i o control p a n e l and a

h i g h / l o w c h i m e notifies the f l i g h t

crew of a S E L C A L a l e rt . The l i g h t

can be t u r n e d off and the system

reset by p r e s s i n g the c o r r e s p o n d i n g

a l e rt lamp/switch on the S E L C A L

control p a n e l o r by keying the

m i c r o p h o n e PTT for that p a rt i c u l a r

receiver.

16-12
 C o m m u n i c a t i o n s a n d Recorders

FLT DEP

FUEL DES

[]] A B C D E 1 2 3

F G H I J 4 5 6

VHF-3.
@

0 0
(!)
D Pilots call
K

P Q
L M

R
N

S
0

T
7

+
8

O
9

Antenna \ I Aural Warning U V W M E N U CLEAR

@ @ © Unit (Chime) X Y Z • • VOX ENTER

Interactive Display Unit

Program pins

*0001 ______....f----�---------.11..,! :· DODD

* Airline I D
V H F -3 ACARS
* Aircraft
Transceiver Management unit
Registration Ql
Number

Legend:

DFDAU Digital FlightData Acquisition Unit

0001 Out of Gate, Off the Ground

On the Ground, Into the Gate

Multipurpose Printer
(Printer is-Optionat)

,,/

Telephone System
Remote Data
DataLine Line· Control Voice
Station . ,......-__.__, ..---,..'---� Station ·

ARING Communications Addressing and Reporting System (AGARS) (Optional)

ACARS (Optional) The m a i n AGARS c o m p o n e n t is the u n i t ( M G D U ) , d e p e n d i n g on the

AGARS management u ni t ( M U ) . The selected c o n f i g u r a t i o n . The

ACARS provides a h i g h - s p e e d M U uses program p i n s to determine m u l t i p u r p o s e p r i n t e r is used by the

d i g i t a l d a t a l i n k between the a i r p l a n e airplane and a i r l i n e identification and f l i g h t crew to p r i n t ACARS reports

and g r o u n d f a c i l i t i e s . By t r a n s m i t t i n g 00 01 event parameters. The M U stored i n the M U .

and r e c e i v i n g data automatically, uses a V H F transceiver ( n o r m a l l y

ACARS reduces f l i g h t crew the t h i r d V H F transceiver) to receive A call l i g h t i n the f l i g h t compartment

w o r k l o a d . The system is used for a n d transmit data. Data from the i l l u m i n a t e s , and a c h i m e is

exchange of a i r l i n e operations V H F transceiver are tone e n c o d e d . generated by the aural w a r n i n g u n i t

information s u c h as f l i g h t and Specific f r e q u e n c i e s for data w he n voice co m mu ni c at i o n is

a i r p l a n e i d e n t i f i c a t i o n ; out of the t r a n s m i s s i o n are a s s i g n e d by requested by a g r o u n d station. A

gate, off the g r o u n d , on the g r o u n d , A R I N G . Any frequency can be used message on the I O U w i l l inform the

into the gate reports ( 0 0 0 1 ) ; del ays , for voice c o m m u n i c a t i o n s . f l i g h t crew that voice c o m m u n i c a t i o n

f u e l , weather, a i r p l a n e operating is requested on a specific frequency.

data, and so o n . ACARS is also The f l i g h t crew can control the The f l i g h t crew can also initiate a

capable of p r o v i d i n g voice t e l e p h o n e system by u s i n g an interactive voice c a l l to the ground by u s i n g the

patch c o m m u n i c a t i o n between the display u ni t ( I O U ) . However, control I O U to t u ne the V H F transceiver.

a i r p l a n e and g r o u n d t e l e p h o n e can also come from a m u l t i p u r p o s e

circuits u s i n g V H F radio, a i r l i n e l a nd control display

l i n e s , A R I N C l i n e s , and telephone

systems.

16-13
 Remote

Chronograph
Switch

(Optional) PWR FMC

ON VALID

EB EB

<, - - r.
P7 Panel

D
Date
Flight Management Computer
Switch

READ

Elapsed Time e
Control Switch GMT .
Clock Control .Swlteh

DFDAU

Electronic Clocks

E lect r o n i c Clocks

Two clocks are i n s t a l l e d i n the f l i g h t

c o m p a rt m e n t , one o n the captain's

and the other on the first officer's

instrument panel.

Each clock d i s p l a y s G r e e n w i c h

mean t i m e (GMT) and the day,

m o n t h , and year. Each clock also

p r o v i d e s an elapsed t i m e a n d a

c h r o n o g r a p h f u n c t i o n . An o p t i o n a l

remote c h r o n o g r a p h switch may be

located o n the P7 p a n e l .

The captain's clock provides a t i m e

reference t h r o u g h a d i g i t a l data

b u s to the D F D A U , and the f l i g h t

m a n a g e m e n t computer.

16-14
 avi ation

ensors an

n s tr u m e n ts
 Navigation Sensors a n d Instruments

Features • Navigation Systems

ELECTRONIC FLIGHT • Electronic F l i g h t Instrument

INSTRUMENT SYSTEM System

A primary flight display and a • A i r Data System

navigation display for the flight crew.

Shows all flight and navigation • A i r Traffic Control System

systems information.
• Traffic Alert and C o l l i s i o n

AIR DATA SYSTEM Avoidance System

Air data computers provide air • I n e rt i a l Reference System

speeds and altitude to flight

• Weather Radar System
compartment displays and airplane

systems.
• Automatic Direction F i n d e r

System
WEATHER RADAR

• V H F Navigation System
A four-color presentation of weather

patterns that may include turbulence

• Marker Beacon System
is displayed on the electronic

horizontal situation indicator (EHSI).

• Distance Measuring

Equipment
INERTIAL REFERENCE SYSTEM

• Radio Altimeter System

Ring laser gyro inertial reference

units provide inertial movement and

attitude information.

TRAFFIC ALERT AND COLLISION

AVOIDANCE SYSTEM

Provides warnings and vertical flight

commands to the flight crew about

other airplanes in the area.

VHF NAVIGATION SYSTEM AND

DISTANCE MEASURING

EQUIPMENT

The systems may be used by the

flight management system for

navigation data or manually used by

the flight crew for enroute navigation

and landing.

17-1
 Distance
....
, ..... Measuring
..
Equipment
VOR/ILS

� Navigation

System ...
To Ground Proximity

Flight Warning System Electronic

Management
.. Attitude
I ""'

Computer Direction

System Automatic 11-----------Pi•

Indicator
Direction F i n d e r l .... (EADI)
I

Air Traffic Total Air

I Pitot Static I
Control Temperature
Electronic
, .,.
Flight
t Instrument

I""'
I

I
•
Air Data System System

·
� ..
IL-------+------------�� Ground
Electronic
...---------1-------------�� Proximity
Horizontal
r - � r_. - ,..-�-----------;Warning System
Situation

I Traffic Alert I � f Indicator

I
� and C o l l i s i o n (EHSI)
1 1
I n e rt i a l
i----t" Avoidance 14_.�---------1 Radio Altimeter ---�
Reference
L - I - _, ....
System
..

L,__---1..._�I. Weather Radar 11-------------------""?I·�

� 1 I

External System Inputs----�.... _

I Marker Beacon � Displays

Navigation Systems

Navigation Systems • electronic flight instrument • A radio altimeter system which

system which contains the provides accurate height above

The 737's navigation systems

primary flight instruments. the e a rt h ' s s u rf a c e .

compute and display the airplane's

• The pitot static and air data • An air t r a ff i c control system and

position and movement over the

systems which compute (optional) traffic a l e rt system

e a rt h . The navigation systems

airspeed, altitude and air which r e p o rt airplane altitude and

include:
temperature. position and assist in avoiding

• The flight management

other airplanes.
• The VOR and distance

computer system (FMCS) which

measuring systems which • An automatic direction finder and

navigates the airplane over the

accurately update the FMCS marker beacon systems which

selected route.
position. display the airplanes relative

• The i n e rt i a l reference system

position to a ground station.
• The ground proximity warning

(IRS) which independently

system which warns the flight • A weather radar system which

computes position, track,

crew of an unsafe flight path. shows the flight crew weather

heading, ground speed and wind.

and turbulence along the flight

path.

17-2
 Navigation Sensors and Instruments

EADI

EHSI EHSI

r - - · - · · - - ,
Flight Management Autothrottle Radio Altimeters

I Computer Computer

TCAS Distance Measuring I

Inertial Reference
Equipment
Systems VOR/ILS
I

Flight Control Automatic Direction Air Data Computers I

Computers Finders

L - - - - - - - - - - - - - - - - - - - �
Electronic Flight Instrument System

Electronic Flight Instrument The E A D l s , i n addition to the The VOR/ILS modes d i s p l a y V O A ,

System ( E F I S ) c o n v e n t i o n a l features - pitch, roll, LOG and g l i d e s l o p e deviations as

f l i g h t director command bars, and well as D M E distance. F M C S route

The E F I S uses m u l t i c o l o r cathode g l i d e s l o p e and localizer deviations - information is displayed i n the other

ray tubes for the p r i m a ry f l i g h t d i s p l a y ground speed, radio altitude, modes. The operational mode is

i n s t r u m e n t d i s p l a y s . Each pai r of d e c i s i o n h e i g h t , (optional) TCAS selected on the E F I S control p a n e l .

flight i n s t r u m e n t s , the electronic pitch c o m m a n d s , and autothrottle Weather radar and (optional) TCAS

attitude director indicator ( E A D I ) and and autopilot/flight director pitch and symbols can be displayed in the

the electronic horizontal situation roll armed/engaged mode status. expanded and map d i s p l a y modes.

indicator ( E H S I ) , is controlled by a The airspeed tape or fast sl o w

separate symbol generator. Two deviation d i sp l ay is available as an

control panels allow the f l i g h t crew to o p tion.

determine various d i s p l a y options.

Switching is provided to drive a l l fou r The E H S l s provide the f o l l o w i n g

d i s p l a y s from one symbol generator. dis play modes: M a p , center m a p ,

p l a n , and NAV and VOR/ILS

(expanded and f u l l compass rose).

17-3
 Pitot S y s t e m Static System

Mach/ Airspeed
Indicator

I>
E F I S Symbol 1------..i

Generator

D i g i t a l F l i g h t Data
R e c o r d e r System

EADI

I n e r t i a l R e f e r e n c e System
Flight Control C o m p u t e r
D i g i t a l Stall War ning System
Yaw D a m p e r C o u p l e r
G r o u n d Proximity W a r n i n g System Overspeed
Air Data Computer Warning

Aural Warning

Forward F u s e l a g e F l i g h t M a n a g e m e n t System Unit

Autothrottle System

A i r Traffic Control System

C a b i n Pressure System

Air Data System

A i r Data System Two static probes are located on

each s i d e of the a i r p l a n e . The total

The a i r data computers receive pitot a i r temperature probe is located o n

a n d static pressures from the pitot left s i d e of the a i r p l a n e . The a i r data

static system. T h e computers computers are located i n t h e

receive total a i r temperature from electronic e q u i p m e n t c o m p a rt m e n t .

the total a i r temperature probe.

T h e Mach/airspeed indicators
The a i r data system c o m p u t e s c o m p u t e an overspeed v a l u e . If the

a l t i t u d e , a i r s p e e d , M a c h , and a i r a i r p l a n e exceeds t h i s v a l u e , the

temperature. The system provides indicators s e n d a s i g n a l to t h e a u r a l

data to i n t e rf a c i n g systems as w a r n i n g u n i t a n d the clackers w i l l be

shown on the g r a p h i c . heard i n the f l i g h t c o m p a rt m e n t . As

an o p t i o n , t h i s overspeed v a l u e can
The a l t i m e t e r s , Mach/airspeed
come from the stall management
i n d i c a t o r s , E A D l s , and E H S l s are
system.
located on the P 1 a n d P3 p a n e l s .

The total a i r temperature i s shown

on the top of the secondary e n g i n e

i n s t r u m e n t d i s p l a y on the P2 p a n e l .

The P 1 , P2, and P3 p a n e l s are

located i n the f l i g h t c o m p a rt m e n t .

17-4
 Navigation Sensors and Instruments

M O D E S TRANSPONDER

Top ATC/Mode S
o-�
o - ___J

O DDDDDDDDDDDD D DODD DDDDDDDDDDDDDDDDDDDDDDD �

o­

o­ Antenna
_________,'"�".___� n
o« -----Switch

o ...
Bottom

ATC/Mode S @-

Antenna Location

TCAS/ATC Control Panel TCAS Computer

M O D E S TRANSPONDER

o-�
o - ___J

o­

o­
o«
------Antenna
o ...
Switch

@-

�
ATC Air Traffic Control

TCAS Traffic Alert and C o l l i s i o n Avoidance System

Air Traffic Control System

Air Traffic Control Transponder and ground stations e n h a n c e the

operation of the ATC system by

The a i r traffic control (ATC) a d d i n g a discrete interrogation

transponder system c o n t a i n s the capability and a data l i n k feature, as

airborne components required for w ell as performance i m p r o v e m e n t s .

TCAS computers and g r o u n d

facilities to track airplane movement The mode S transponder can also

t h r o u g h the air. The interrogators work i n conjunction with an i n s t a l l e d

can monitor the location, direction of traffic a l e rt and c o l l i s i o n avoidance

travel, and a l t i t u d e . system (TCAS).

I n response to interrogation p u l s e s ,

the transponder replies with a p u l s e

train providing identity code (mode

A) and altitude information (mode C)

obtained from the A D C . The control

panel is used to set the assigned

c o d e , select system 1 or 2 , and

initiate an identification p u l s e . Each

transponder is connected to both

AD C s .

The altitude source select switch on

the control panel selects the A D C .

The selective c a l l i n g (mode S)

transponder-equipped airplanes

17-5
 Left EFIS Control Panel

Top Top TCAS RA

ATC Antenna (Directional Antenna) DISPLAY

r----�f--------.i Q PA;,,��'!,

Antenna o "" �
Left EADI
Switches --------- o
Q

O cu
U P ? E H A IH

L(,WEHArJl

ALI
u
Bottom TA

ATC Antenna
Q-,sr
! Lett E F I S
DISPLAY

Symbol Generator

......_.____. ......, G P W C , Left EHSI

Radio T CAS MSS O O T A DISP

Warning
Altimeter, TCASFAI. 0 0 RA 016P Remote
·�- O O AAO AL T Electronic Unit Speakers
-,
- 0
10
- ,
s
- T
R
A-N
SP
- O
M-D
E
R-- I R U , Air/ ear- O O JCPOA IIIS
, __ ...,r--------; Ground, >CXI O OAn
(2)
RALOO O O�TO
o PAss----;;R Gear
O FAIL ---'
e e
_________--.----
_. 0
0 UPPERANT
LOWERANT Right E F I S
Symbol Generator RA
TCAS/ATC Control Panel O A.LT
DISPLAY
TCAS
(Typical) Q CTL

Computer
OTEST

� Right EADI

Jl ji
� 7
TA
Bottom TCAS DISPLAY

(Directional or
Omnidirectional
Legend:
Antenna)
GPWC Ground Proximity Warning Computer
Right EFIS Control Panel Right EHSI
RA R e s o l u t i o n Advisory

TA Traffic Advisory

Traffic Alert and Collision Avoidance System

Traffic Alert and C o l l i s i o n w a r n i n g . The traffic may be

Avoidance System {TCAS) displayed on the E H S I .

TCAS a l e rt s the f l i g h t crew of other A resolution advisory i s an aural and

a i r p l a n e traffic i n the vicinity. U s i n g v i s u a l w a r n i n g for the p i l o t to perform

the mode S system, TCAS i s also o r to prevent a vertical m a n e u v e r to

a b l e to c o m m u n i c a t e and to avoid a p o s s i b l e c o l l i s i o n . The v i s u a l

coordinate vertical m a n e u v e r s with w a r n i n g is d i s p l a y e d on the E F I S

other TCAS/Mode S e q u i p p e d E A D I as a pitch c o m m a n d .

airplanes.

A i r p l a n e s e q u i p p e d with mode C

A TCAS system c o n s i s t s of the transponders w i l l a l l o w TCAS to

f o l l o w i n g e q u i p m e n t : the TCAS i s s u e a resolution w a r n i n g , however,

computer, a top d i r e c t i o n a l a n t e n n a , the m a n e u v e r w i l l not be

a bottom o m n i - d i r e c t i o n a l o r c o o r d i n a t e d . On detection of

d i r e c t i o n a l a n t e n n a , a d u a l mode S a i r p l a n e s e q u i p p e d with a mode A

system, d i s p l a y s for r e s o l u t i o n and t r a n s p o n d e r ( n o a l t i t u d e r e p o rt i n g ) ,

traffic advisories and a control p a n e l . TCAS w i l l not i s s u e a r e s o l u t i o n

w a r n i n g but w i l l a l e rt the f l i g h t crew

TCAS has two w a r n i n g s : traffic of the nearby traffic (traffic a l e rt ) .

advisories a n d r e s o l u t i o n a d v i s o r i e s .

A traffic advisory warns the p i l o t of

an a i r p l a n e in the vicinity, m u c h l i k e

the current a i r traffic c o n t r o l l e r

p r o c e d u r e s . The traffic a d v i s o ry

c o n s i s t s of a n a u r a l and a v i s u a l

17-6
 N a v i g a t i o n Sensors a n d Instruments

Stall Warning
----../ System-1

Ground Proximity
Left Inertial Reference Unit (IRU)
Warning Computer
Air Data ,_ __. '-----""'r - - - - ,

Computer-1---�• Flight
Management
Computer

Yaw D a m p e r
F l i g h t Control
Computer
Computer A, B

Autothrottle
Computer

Inertial System
Display Unit Digital Flight

(ISDU) Data Recorder

F l i g h t Management RDDMl -1

Computer VHF Nav-1 We ath er Radar

Control Display U n i t Receiver

Transmitter

RDDMl 2
0

VHF Nav-z
E F I S - 1 , -2

· 1 TCAS

. I C a p t a i n ' s Vertical
Right Digital I Speed Indicator I

Analog . ··
e Adapter (DAA)
Mode Select Unit .(MSU) I First Officer's I

Vertical S p e e d I

Air Data
1------------------------------"' 1
Indicator

computer-z --- ..._ ..,. L - ... - ·- - .J

0

Stall Warning
Right Inertial Reference Unit (IRU)
System�2

Inertial Reference System

I n e rt i a l Reference System (IRS) through a 1 O minute alignment w h i c h I R U provides data to u s er

period. D u r i n g the a l i g n m e n t period systems. I n the normal switch

The I R S provides a i r p l a n e pitch a n d the a i r p l a n e must not be moved. The p o s i t i o n , the left I R U provides

roll attitude, vertical s p e e d , body I R U s must be i n i t i a l i z e d with the information primarily to the captain's

a n g u l a r rates, and l i n e a r a i r p l a n e ' s present position (latitude systems, and the right I R U to the

acceleration. W he n it is i n the and l o n g i t u d e ) d u r i n g t h i s t i m e . first officer's systems. Switching both

navigation mode it also provides true I n i t i a l i z a t i o n is n o r m a l l y done from to left, o r both to right causes a

and magnetic h e a d i n g , present the F M S control d i sp l ay u n i t s ( C D U ) . s i n g l e I R U to provide information to

position, g r o u n d track direction and Alternately, i n i t i a l i z a t i o n can be done all systems.

speed, and w i n d direction and u s i n g the I S D U .

speed.

B esi des mode control and

The I R S consists of two i n e rt i a l i n i t i a l i z a t i o n , the o n l y i n p u t s required

reference u n i t s ( I R U ) , two d i g i t a l are a i r data parameters.

analog adapters ( D A A ) , a mode

select u n i t ( M S U ) , an i n e rt i a l system I R S data are displayed on the

d i s p l a y u n i t ( I S D U ) and an I R S electronic f l i g h t i n s t r u m e n t s , the

transfer relay. R D D M I and the vertical speed

indicator ( V S I ) . The data are a l so

The I R U s sense a n g u l a r rates used by navigation, autoflight, and

around the pitch, roll, and yaw axes other airplane systems.

u s i n g r i n g laser gyros, and l i n e a r

accelerations along the same three The digital data for a n a l o g systems

axes u s i n g accelerometers. is first converted by the d i g i t a l

analog adapter.

Before the I R U s can operate i n the

navigation m o d e , they must go The I R S transfer switch selects

17-7
 ADI � ,__, HSI ••116£
O H IIE F � I

CT3lli �- �

@9
0
6
--IIAP
- (@ �
Weather

Radar
6 f5 8 : • o u • • Antenna

Left EFIS
Control Panel

Weather Radar
Left E H S I
Control Panel

� � - 8 8

�: ,i§:": .______...
-� �
8 E3
Weather Radar
Transceiver

Left I R U

Right EFIS
Control Panel

Right EFIS Symbol

Generatori======�=i

R i g h t EHSI

Weather Radar System

Weather Radar System the navigation displays.

The weather radar system provides O n - o ff control of the transceivers, as

the f l i g h t crew with an i n d i c a t i o n of w e l l as range s e l e c t i o n and

weather c o n d i t i o n s a l o n g t h e i r f l i g h t b r i g h t n e s s c o n t r o l , is a c c o m p l i s h e d

path, a l l o w i n g t h e m to d i v e rt t h e i r by the i n d e p e n d e n t E F I S control

f l i g h t around severe c o n d i t i o n s . The panels for the captain and first

f l i g h t crew can also use the weather officer. Different ranges can be

radar as a n a v i g a t i o n a l aid by selected and d i s p l a y e d on the two

s e l e c t i n g the M A P m o d e and display units.

displaying prominent ground

features such as c o a s t l i n e s , h i l l y o r The weather radar control p a n e l

m o u n t a i n o u s r e g i o n s , c i t i e s , o r even i n c l u d e s a mode selector (TEST,

large structures. W X , WX+ T ( o p t i o n a l ) , and M A P ) , an

a n t e n n a tilt control k n o b , and a

The transceiver generates radio m a n u a l g a i n control knob for use i n

frequency pulses that are radiated MAP mode.

by the a n t e n n a .

T h e a n t e n n a scan pattern is

The radiated energy that is reflected s t a b i l i z e d u s i n g attitude s i g n a l s from

back by m o i s t u r e - b e a r i n g c l o u d s o r the I R U .

by p r o m i n e n t t e r r a i n features is

received by the s a m e a n t e n n a . The Areas of l i g h t r a i n f a l l appear g r e e n ,

reflected radio f r e q u e n c y ( R F ) moderate r a i n f a l l appears y e l l o w ,

energy is processed by the heavy r a i n f a l l appears red, a n d , as

transceiver, displayed i n c o l o r on the an o p t i o n , the most t u r b u l e n t areas

E H S I , a n d overlaid and scaled with of r a i n f a l l a p p e a r m a g e n t a .

17-8
 Navigation Sensors and Instruments

MU OBS FIO CAPT

:: i
�·- n::-
": u rl:':'
;; u;; 0
•. ::t ��"
..
•• • • ' J'

Flight

Compartment Radio Direction

Speakers and Distance.Magnetic

Headsets Indicators (RDDMI)

Ground Radio·Station

ANT ADF

OFFeTEST
1 2
GAIN
1

1 1 2 0 0 . 5 1 ! 1 6 5 0 . 5 !

TONE

' '® 2

(@) "'0�"' (@) ....

ADFControl Panel EFIS Symbol Generator EH Sis
ADF Receiver

Automatic Direction Finder System

Automatic Direction Finder horizontal situation indicator ( E H S I )

(ADF) System displays and on the radio direction

distance magnetic indicators

The A D F system is a radio aid to (RDDMI).

navigation that receives radio

s i g n a l s from a g r o u n d station. The D u r i n g the A D F mode both sense

system provides bearing and loop antennas are used to

information to a selected station and cause the bearing n e e d l e on the

the station's audio s i g n a l . R D D M l s to automatically point to the

selected station.
The a u d i o s i g n a l is a station

identifier, i n the case of an A D F I n the ANT mode, o n l y the sense

station, o r the radio broadcasts in antenna is used to receive the audio

the case of a standard AM radio from the station. The bearing n e e d l e

station. Selected A D F stations i n on the R D D M l s w i l l park i n the

major t e r m i n a l areas provide horizontal p o s i t i o n .

weather information.

The narrow needle on the R D D M l s

The A D F system has a receiver, a is for A D F - 1 , and the wide n e e d l e is

control p a n e l , a loop a n t e n n a , an for A D F - 2 , when installed.

error corrector, a sense antenna

coupler, and a sense a n t e n n a . A

s i n g l e A D F system is basic

e q u i p m e n t and f u l l provisions are

provided for a second system.

A D F data is shown on the electronic

1 7 - 9
 Antennas(3)

Flight
Digital Analog
Management
Adapter
Computer

I 1o;ssj �

�-� � (Q)

V H F Navigation
Control Panel

Ground
Proximity

Warning

System RDDMI

Remote
VOR/LOC Electronic
GID
Antenna Unit
0
G l i d e slope
V H F NAV
Antenna Mode Control
BOTH � BOTH
Panel ON1 � ON2

NORMAL

EHSI

VHF Navigation System

V H F Navigation System The V O A system operates i n two

modes: manual and automatic. I n

The V H F n a v i g a t i o n system provides the m a n u a l m o d e , the f l i g h t crew

e n r o u t e n a v i g a t i o n data and ve rt ica l

t u n e the receivers to stations that

and lateral g u i d a n c e used d u r i n g an they c h o o s e to navigate the a i r p l a n e .

approach. The V H F navigation

I n the automatic mode the f l i g h t

system consists of a VOA system m a n a g e m e n t c o m p u t e r t u n e s the

and an I LS sy s t em . The I LS system VOA receivers. The receiver's I L S

c o n s i s t s of the l o c a l i z e r (LOC) a n d f u n c t i o n s are used d u r i n g approach

glide slope functions. and must be t u n e d m a n u a l l y .

Indicators for the V H F n a v i g a t i o n The V H F NAV t r a n s f e r switch may

data are located o n both f l i g h t be used to show o n e receiver's

c o m p a rt m e n t i n s t r u m e n t p a n e l s .
d i s p l a y s on a l l E F I S d i s p l a y s .

Control p a n e l s are located on the

center a i s l e stand and the transfer

switch is located on the overhead

p a n e l i n the f l i g h t c o m p a rt m e n t . The

navigation receivers and switching

relays are located i n the electronic

e q u i p m e n t c o m p a rt m e n t . T h e

VOA/LOC enroute a n t e n n a is

located on the top of the vertical

stabilizer, a n d the approach LOC

and g l i d e slope a n t e n n a s are

located u n d e r t h e nose radome.

17-10
 Navigation Sensors and Instruments

Indicator

Sensitivity

Switch l------'"""'-11-------.i 8
MARKER Remote

HIGH -�- 1------.!8 Electronic U n i t

LOW
8
Captain's
D
Panel

Antenna

Marker
Beacon

Antenna

Distance From End of Runway

Varies with Each Location

Marker Beacon System

Marker Beacon approaches have an a d d i t i o n a l ,

i n n e r marker beacon. D u r i n g an

A marker beacon system is i n s t a l l e d approach as the a i r p l a n e f l i e s over

to indicate to the f l i g h t crew that the these beacons, the marker beacon

a i r p l a n e is p a ss i n g over a p a rt i c u l a r t u r n s on the appropriate l i g h t a n d

g e o g r a p h i c a l l o c a t i o n , s u ch as a s e n d s an a u r a l s i g n a l to the R E U . At

p o i n t a l o n g a route or points a l o n g the outer marker the receiver t u r n s

an i n s t r u m e n t l a n d i n g path. on the b l u e O U T E R l i g h t and sends

400 hz tone dashes to the R E U . At

The marker beacon a n t e n n a
the m i d d l e marker the receiver t u r n s
receives a 75 M H z a u d i o modulated
on the a m b e r M I D D L E l i g h t and
g r o u n d s i g n a l . The receiver s e n d s
s e n d s 1 3 0 0 hz tone dots and dashes
the a u d i o s i g n a l to the remote
to the R E U . At the i n n e r marker the
electronic u n i t and controls the t h r e e
receiver t u r n s o n the white
indicator lights.
AIRWAYS l i g h t and s e n d s 3000 hz

tone dots to the R E U .

W he n the airplane passes over an

airways beacon, the w h i t e AIRWAYS

l i g h t comes on and the f l i g h t crew

can hear a Morse code id en ti fier in

the headsets. These beacons are

u s u a l l y located at airways

intersections o r at enroute

n a v i g a t i o n stations.

Most approaches have an outer and

m i d d l e marker beacons and some

17-11
 Digital

Analog

Adaptor

I 102Ss I I ,;;s j

r� � (Q)

VHF Nav/DME RDDMI

Control Panel FMC

DME
Interrogator

EFJS
Symbol
Generator

Remote
Electronic
Unit
EHSI

.________,,..c:J
Antenna

FCC

Distance Measuring Equipment

Distance Measuring E q u i p m e n t automatic t u n i n g . D M E f r e q u e n c i e s

(DME) are paired to the V H F NAV

f r e q u e n c i e s . When AUTO tune is

A d u a l D M E system i s i n s t a l l e d to selected on the V H F NAV control

provide the f l i g h t crew with the range p a n e l , the F M C automatically

to a g r o u n d station. The distance selects the c o r r e s p o n d i n g D M E

i n f o r m a t i o n is also used by the f l i g h t frequency via the d i g i t a l a n a l o g

m a n a g e m e n t c o m p u t e r ( F M C ) and adapter.

f l i g h t control c o m p u t e r ( F C C ) .

D M E a u d i o is sent to the remote

The O M E interrogator t r a n s m i t s a e l e c t r o n i c s u n i t for d i s t r i b u t i o n to the

s i g n a l to a g r o u n d s t a t i o n . A reply f l i g h t c o m p a rt m e n t headsets and

s i g n a l is transmitted from the g r o u n d speakers.

s t a t i o n . The t i m e taken for the r o u n d ­

trip s i g n a l is m e a s u r e d , and d i s t a n c e

is c o m p u t e d .

The d i s t a n c e is displayed i n d i g i t a l

format on both the captain's a n d first

officer's electronic h o r i z o n t a l

s i t u a t i o n indicators ( E H S I ) and radio

d i r e c t i o n distance m a g n e t i c

indicators ( R D D M I ) .

The O M E station is selected by

u s i n g t h e V H F NAV control p a n e l for

m a n u a l t u n i n g or by the F M C for

17-12
 Navigation Sensors a n d Instruments

Transmit

Receive

Yaw D a m p e r
System Left EADI

Left EFIS Control Panel

Radio Altimeter-1
GPWS
Receiver!Transmitter

TCAS

Radio Altimeter-2
Receiver!Transmitter

Transmit
TCAS
Receive RightEADI

Radio Altimeter System

R a d i o Altimeter (RA) the g r o u n d proximity w a r n i n g

computer, TCAS, f l i g h t control

The RA system shows the absolute computers, autothrottle, and f l i g h t

terrain clearance. The system is management computer.

used at low altitude (0 to 2500 feet),

p r i m a r i l y d u r i n g approach and

landing.

The receiver/transmitter (R/T) u n i t

s e n d s a s i g n a l w h i c h is reflected by

the terrain. The R/T unit converts

this time interval to distance above

t e r r a i n , w h i c h is displayed on the

EADI.

The f l i g h t crew can select a d e c i s i o n

height ( D H ) altitude on the electronic

f l i g h t instrument system ( E F I S )

control p a n e l , which is displayed on

the electronic attitude director

indicator ( E A D I ) . When the a i r p l a n e

altitude is e q u a l to, o r less t h a n , the

D H , the DH and radio altitude

c h a n g e to y e l l o w and f l a s h .

The RA provides radio altitude

s i g n a l s to other systems, such as

17-13
 F l i g h t M a n a g e m e n t System

Features • F l i g h t Management Computer

System (FMCS)

FLIGHT MANAGEMENT

COMPUTER SYSTEM (FMCS) • Digital Flight Control System

(DFCS)

• Preplanned flight profile control

• Autothrottle
• Performance optimized guidance

• Performance management
• B u i l t - I n Test Equipment (BITE)

• Required time of arrival

• Yaw Damper

DIGITAL FLIGHT CONTROL

SYSTEM (DFCS) • D u a l Flight Management

Computer

• Controls the autopilot, flight

director, mach trim, speed trim

and altitude alert operations

YAW DAMPER

• Eliminates the yaw rates

associated with dutch roll

AUTOTHROTTLE

• Engines individually controlled to

achieve optimum performance

from each engine

OPTIONAL DUAL FLIGHT

MANAGEMENT COMPUTER

SYSTEM

A dual FMC installation provides

secondary FMC in case of failure.

BUILT-IN EQUIPMENT BITE

• Provides fast and accurate

diagnosis of the main flight

management system (FMS)

components

18-1
 FMS

Flight
Management

System

I
I I I
I I

FMCS A/T System IRS DFCS EFIS Y/D

Flight Electronic
Inertial Digital flight
Auto t h r o t t l e Flight Yaw
Management
Reference Control
System instrument Damper
Computer
System System
System System

I I I I

I
I I I I I I I

FMC CDU A/T IRU ISDU FCC MCP E F I S SG

Inertial
Flight Control Inertial Flight Mode
Autothrottle System Symbol
Managemen Display Reference Control Control
Computer Display Generator
Computer Unit Computer Panel
Unit
Unit

E F I S DU E F I S CP

Display Control

Units Panel

Block Diagram of Flight Management System

F l i g h t Management System ( F M S ) u s i n g standard a i r traffic control system ( I R S ) for d e t e r m i n i n g

l a n g u a g e . The F M C can also accept present p o s i t i o n . By c o n t i n u o u s l y

The 737 F M S is o p e r a t i o n a l l y s i m i l a r crew entry of waypoints that are not u p d a t i n g the a i r p l a n e ' s p o s i t i o n ,

to the 757 a n d 767 F M S . The central i n the stored ( p e r m a n e n t ) data base g r o u n d speed and a i r p l a n e track can

c o m p o n e n t of t h e f l i g h t m a n a g e m e n t by m e a n s of the control d i s p l a y be c o m p u t e d . With t h i s i n f o r m a t i o n ,

system is the f l i g h t management u n i t ( C D U ) . By s e n d i n g s i g n a l s to the F M C S can navigate the a i r p l a n e

computer ( F M C ) , w h i c h the d i g i t a l f l i g h t control system to t h e next waypoint i n t h e f l i g h t p l a n .

c o m m u n i c a t e s with other systems ( D F C S ) , t h e F M C enables the

on the a i r p l a n e via A R I N G 429 data a u t o p i l o t to navigate the a i r p l a n e i n The F M C compares the present

b u s e s . Stored i n the F M C m e m o ry is the lateral (LNAV) and vertical p o s i t i o n with the p l a n n e d p o s i t i o n ,

the NAV DATA base, w h i c h i n c l u d e s (VNAV) p l a n e s . and any deviation is indicated on the

data on V H F NAVAIDS, w a y p o i n t s , f l i g h t instruments.

a i rw a y s , a i r p o rt s , runways, standard As the f l i g h t progresses, the F M C

i n s t r u m e n t d e p a rt u r e s ( S I D s ) , searches the NAV DATA base and G u i d a n c e a l o n g a lateral o r g r o u n d ­

standard t e r m i n a l arrival routes automatically selects the best p a i r based f l i g h t path is o n l y part of t h e

(STARs), a n d other data r e q u i r e d to of distance m e a s u r i n g e q u i p m e n t g u i d a n c e required for e c o n o m i c a l

operate i n a specific g e o g r a p h i c a l ( D M E ) stations to update the f l i g h t operation.

area. The data base is updated a i r p l a n e ' s present p o s i t i o n . If

G u i d a n c e a l o n g a vertical p r o f i l e
every 28 days. With the use of a D M E / D M E p o s i t i o n i n g cannot be
provides the o p t i m u m speed a n d
portable data base loader, the a c c o m p l i s h e d , the F M C w i l l attempt
altitude for c l i m b , c r u i s e , a n d
updated data base can be loaded to compute present p o s i t i o n u s i n g

from the f l i g h t deck i n approximately the nearest V H F o m n i d i r e c t i o n a l

1 O m i n u t e s when the a i r p l a n e is on r a n g e / D M E ( V O R / D M E ) station. If

the g r o u n d . an accurate present p o s i t i o n cannot

be c o m p u t e d u s i n g V H F radio

The p i l o t can preselect the e n t i r e N A V A I D S , t h e F M C w i l l rely o n t h e

f l i g h t plan from t h e NAV DATA base a i r p l a n e ' s d u a l i n e rt i a l reference

18-2

Control Display
Unit (GOU)
Flight Management Computer and Control Display Unit
descent, and is also i m p o rt a n t for
economical op e r a t i on . The F M C S
a c c o m p l i s h e s both of these tasks
for the f l i g h t crew
The F M C has stored i n its computer
m e m o ry the aerodynamic model of
the a i r p l a n e as w e l l as data on fue l
flow, e n g i n e thrust, and N 1 limits.
T h i s is called the performance data
base. F u e l quantity information is
s u p p l i e d to the F M C . The gross
w e igh t , cruise altitude, and cost
index are entered by the crew. The
F M C can t h en accomplish the
calculations for economy speeds,
o p t i m u m altitude, and top of descent
point.
With the F M C S coupled to the DF CS
and the autothrottle system i n VNAV,
thrust and speed w i l l be adjusted
automatically to the FMC-computed
speed targets and vertical path.
F l i g h t M a n a g e m e n t System
Top of
Climb
Step
Climb
Optimized Speeds
and Altitudes
o o
0
0
0
Origination
0
Approach
Destination
A required time of arrival (RTA) If delays at the arrival airport are
feature adds t i me as a variable i n the anticipated w h i l e en route, the RTA
F M CS a l g o r i t h m s , a l o n g with s p e e d , feature can be used to extend the en
p o s i t i o n , and altitude. P r i o r to route t ime i n a f ue l efficient manner,
d e p a rt u r e , the F M C S can provide a avoiding h o l d i n g patterns. Time
takeoff t i m e window w h i c h allows the control is a useful tool for f l i g h t crew
f l i g h t to meet its s c h e d u l e d arrival and controllers, and wh e n it comes
t i m e based on airplane f l i g h t p l a n into widespread u s e , it w i l l have the
routing and speed capability. A potential to h e l p increase ATC
recommended takeoff time is also system capacity.
presented, based on the most fuel­
efficient flight speed.
D u r i n g f l i g h t , RTA c o n t i n u a l l y
updates the earliest and latest
arrival t i m e , and recommends speed
adjustments based on winds and
routing c h a n g e s . When c o up l e d to
the autothrottle, the adjustments
w i l l be made automatically As an
alternative, RTA can control arrival
times at various waypoints en
route, whether part of the f l i g h t plan
o r a s requested by a i r traffic
control (flfC).
18-3
 Air

- o

6 OFF

...

D
Mode Control Panel

Altitude Sensors

A l e rt
A

Altitude Alert Light

Remote
Altitude
Electronic
Alert
Flight
Unit
Tone
Control
Computers

Autoflight Status
Annunciator

Aural
Warning
Unit
Mach/airspeed EADI
Indicator

Digital Flight Control System

Digital F l i g h t Control System modes are a v a i l a b l e , with r o l l , p i t c h , The f l i g h t control computers also

(DFCS) and thrust a u t o m a t i c a l l y c o n t r o l l e d i n trim the a i r p l a n e automatically

a c o m p a t i b l e f a s h i o n . Automatic d u r i n g the low-speed p o rt i o n of the

T h e d i g i t a l f l i g h t control system approach, with optional d u a l - c h a n n e l f l i g h t (speed t r i m ) and d u r i n g the

integrates the f u n c t i o n s of a u t o p i l o t , CAT I l l a a u t o l a n d , and g o - a r o u n d h i g h - s p e e d portion of the f l i g h t

f l i g h t director, altitude a l e rt , Mach modes are provided for t e r m i n a l (Mach trim).

t r i m , speed t r i m , a n d s t a b i l i z e r t r i m . area o p e r a t i o n s . Automatic control

Two i n d e p e n d e n t f l i g h t control of the F M C S f l i g h t p l a n g u i d a n c e T h e a l t i t u d e a l e rt f u n c t i o n of t h e

computers ( F C C s ) receive f l i g h t c o m m a n d s is initiated on t h i s p a n e l . f l i g h t control computers warns the

crew requests and a i r p l a n e s e n s o r The f l i g h t crew may fly the a i r p l a n e f l i g h t crew w h e n e v e r the a i r p l a n e is

i n p u t s , w h i c h they use to generate m a n u a l l y u s i n g the f l i g h t director a p p r o a c h i n g o r d e p a rt i n g the

f l i g h t director d i s p l a y s , mode with LNAV and VNAV modes a l t i t u d e selected on t h e mode control

a n n u n c i a t i o n s , f l i g h t control s u rf a c e selected. I n these m o d e s , a l l F M S panel.

c o m m a n d s , and various w a r n i n g s . o p t i m i z a t i o n data are a v a i l a b l e

T h e d i g i t a l d e s i g n provides
t h r o u g h the C D U and E H S I , with
The mode control p a n e l , located on accuracy, r e l i a b i l i t y , and fast, b u i l t - i n
appropriate i n d i c a t i o n s on the
the P7 p a n e l , provides a c e n t r a l i z e d test capability.
a i r s p e e d and thrust setting
location for a l l a u t o p i l o t , f l i g h t
i n d i c a t o r s , and f l i g h t director
director, and autothrottle control
g u i d a n c e c o m m a n d s o n the E A D I .
s e l e c t i o n s . LNAV, VNAV, h e a d i n g ,

VOR/LOC, a l t i t u d e , vertical s p e e d ,

airspeed/Mach, and takeoff

18-4
 F l i g h t M a n a g e m e n t System

MT

ARM O

e Engines

Mode

Control

Panel

�
Autothrottle
Computer
j
DH20G

1750

F l i g h t Control
Computers
EADI

Arr LimitLight

Autoflight Status
Annunciator

Autothrottle System

Autothrottle e n g i n e . Like other f l i g h t

management subsystems, the

The f u l l - r a n g e autothrottle system autothrottle is d e s i g n e d not o n l y for

provides autothrottle f u n c t i o n s from m a x i m u m operational and cost

takeoff to touchdown. benefits, but for ease of

maintenance as w e l l .
Tailored specifically for use with

any combination ( i n t e r m i x ) of t h e The autothrottle consists of a

C F M 5 6 - 3 8 1 , -38-2, and - 3 C - 1 computer operating the thrust levers

e n g i n e s , the autothrottle system is t h r o u g h two i n d e p e n d e n t

d e s i g n e d for m a x i m u m fuel s e r v o m e c h a n i s m s . The system

conservation through smooth, automatically positions the thrust

precise thrust control. The levers to m a i n t a i n a computed thrust

autothrottle can control to N 1 limits setting d u r i n g takeoff, g o - a r o u n d ,

as calculated by the F M C S , or can or c l i m b , and to m a i n t a i n a crew­

accept Mach and airspeed selected airspeed or an airspeed

commands from the FMC or f l i g h t computed by the F M C d u r i n g c r u i s e ,

crew via the DFCS mode control descent, h o l d i n g patterns, and i n i t i a l

panel. approach m a n e u v e r s . The

autothrottle m a i n t a i n s a m i n i m u m
A key feature of the 737 autothrottle
safe airspeed and d u r i n g automatic
is the dual servo system. E n g i n e s
l a n d i n g flare, it retards the thrust
are i n d i v i d u a l l y controlled to achieve
levers.
o p t i m u m performance from each

18-5
 D F C S B I T E T E S T D F C S B I T E T E S T

MA I NT B I T E I N D E X ·j I 1 O V E R N I G H T M A I N T L A S T F L I G H T - A 1 • B 2 0

� G R O U N D F U N C T T E S T

E L E V P R E S S SW- 1 A • P D I S C

- R I G G I N G
< F M C S
C U T O U T E N G A T T

, · S E N S O R V A L U E S

F C C - B F 1 D F L A G
< D F C S

< Al T

D F C S B l T E r s s t
..: C O N T I N U E I N D E X >
L I N E M A I N T
< I R S
, C U R R E N T S T A T U S

< I N F L I G H T F A U L T S
< E F I S
l n f l i g h t Faults
< L R U I N T E R F A C E

< I N D E X
c L A N D V E R ! F Y

< ! N D E X

M a i n BITE Index

DFCS BITE Index

D F C S B I T E T E S T D F C S B I T E T E S T
D F C S B I T E T E S T
E F I S I N T F · A I · B 4 8
E L E V R I G - A · B 5 1 0 1
D A D C · C H A N A 0 3
T U R N O F F H Y D S Y S A · B • S E T S T A B I L I Z E R B D I M E N
• T E S T F A I L E D "
T O 4 1 5 7 ( .,.. I - 0 0 1 )
S E T B O T H M S U S T O N A V
M O S T P R O B A B L E C A U S E 1 S J
T U N E B O T H N A V R C V R S T O ( 3 0 U N I T S I
D A D C· 1
A N I N A C T I V E I L S F R E O

( P I B M A N ) S T A B P O S N O M =

M O V E A L L I N S T A N D N A V ( V A C ) U L : O 0 7

L L ;: - O O 7
S W I T C H E S T O N O R M A L / F M C

S E T S WI T C H E S ON B O T H

E F I S C P S T O V O R I I L S A: B =

C L O S E A L L C B ' S

< C O N T I N U E < C O N T I N U E I N D E X · .
< C O N T I N U E R E R U N ,

LRU Interface Rigging Tests

Current Status

Built-In Test Equipment

B u i l t - I n Test E q u i p m e n t ( B I T E ) N o a d d i t i o n a l test e q u i p m e n t is

r e q u i r e d . The t e c h n i c i a n s i m p l y

Self-contained inflight monitoring selects from a m e n u of test o p t i o n s ,

and g r o u n d test c a p a b i l i t i e s are and s u p p l i e s interactive operator

provided for the m a i n F M S responses via the C D U . B I T E r u n s

c o m p o n e n t s : the F M C , the D F C S , the tests and provides corrective

autothrottle, I R S and E F I S . Each action d i a g n o s t i c s . System

major F M S c o m p o n e n t c o n t a i n s v e r i f i c a t i o n , to check interfaces after

c o m p r e h e n s i v e tests for itself, its corrective m a i n t e n a n c e action, is

s e n s o r i n p u t s , and other interfaces. also provided.

l n f l i g h t fault data are a u t o m a t i c a l l y

stored for a n a l y s i s on t h e g r o u n d The system is d e s i g n e d for l i n e

t h r o u g h the B I T E system. m a i n t e n a n c e fault i s o l a t i o n to a

s i n g l e l i n e replaceable u n i t ( L R U )

A s i n g l e t e c h n i c i a n can control the w i t h i n three m i n u t e s . Fast and

B I T E f u n c t i o n s from the C D U o n the accurate d i a g n o s t i c s mean fewer

f l i g h t deck. A l l system B I T E delays and s m a l l e r spares

c o m m u n i c a t e s to the t e c h n i c i a n via inventories.

the C D U i n E n g l i s h .

18-6
 F l i g h t M a n a g e m e n t System

Warning Light and Engage Switch

YAW D A M P E R

YAW

DAMPER A

OFF�

@ @
ON�

0 Forward Overhead Panel

,r o
GO LAMP TEST

@ @
BITE

O F F €) ARM

Integrated Flight
Systems
Accessory Unit

Indicator

Yaw.·Darnper Coupler
(vAW DAMPER)

0
Center Panel

Yaw Damper System

Yaw Damper F u l l - t i m e yaw d a m p i n g is available

over the complete f l i g h t p r o f i l e ,

The p u r p o s e of the yaw damper is i n c l u d i n g takeoff and l a n d i n g . The

to deflect the r u d d e r as required to yaw rate gyro s e n d s yaw c h a n g e

e l i m i n a t e yaw rates that are s i g n a l s to the circuitry i n the c o u p l e r.

associated with dutch r o l l . The c o u p l e r responds o n l y to those

yaw rates that produce dutch r o l l .

The yaw d a m p e r electronics and
C o m m a n d s i g n a l s are then sent to
rate gyro are c o m b i n e d i n a u n i t
the rudder power control u n i t to
called the yaw damper c o u p l e r
deflect the rudder and reduce the
w h i c h is located i n the electronic
o s c i l l a t i o n . Turn coordination is
e q u i p m e n t c o m p a rt m e n t . A yaw
provided by r e d u c i n g the yaw rate
d a m p e r on/off switch, a n n u n c i a t o r
g a i n as a f u n c t i o n of roll attitude from
l i g h t , and position indicator are
an i n e rt i a l reference unit ( I R U ) . Low
located on the control p a n e l s i n the
gain is also used d u r i n g l o c a l i z e r
f l i g h t c o m p a rt m e n t .
capture and track phase. No r u d d e r

pedal movement results from yaw

damper operation. The integrated

f l i g h t systems accessory u n i t

( I F S A U ) contains the l o g i c to engage

the yaw d a m p e r system and

i l l u m i n a t e the amber yaw d a m p e r

d i s e n g a g e d a n n u n c i a t o r l i g h t . The

yaw d a m p e r can be tested at the

yaw d a m p e r c o u p l e r

18-7
 0 0

=====
,., .. ,,,
FMC

: ;!H!i:!i, ::::::,;Hin : ® ( ®
E3 ...... ,. •• , 1 1 •• E3 BOTH �BOTH
ON L ON R
s , I i , ; � : :. : � :; , es
/
El E3

El E3
@ PWR
(t)
( NORMAL
ON VAL!D

[iE]EJ��� o·· e e
[;:]�[;[]��� Normal/ PS
® @

(:;JG
[;][:]
00000
00000
Both
on L
CJ Digital
'T'0----+----1 @ @ Outputs
0 0 0 08000
0 0 0 00000 D
0 0 0 0000[:]
0 0 8 08�0§1 Transfer
Switch

CDU-1 L _ and

Relays
0 0 Both
on R
l l t: l f "t
E3 ,ij!�i. • ••... ·;i!i: E3

e ,;a,U!i, ••• ,..,:�un s

E3 .,.,, .... , , , . . E3

E3 ,li.t�::.;!i, E3

El E3

El E3

@ PWR FMC
(t)

ON VALID

e e

® ®

CJ
/T FMC (g),
[;J
®

D ® P/RST P/RST
A A 2

TEST

® 0 @) (t)
Autoflight Status
Annunciator
CDU-2 FMC-2

Dual FMC Functional Interface

Dual Flight Management C D U s are connected to both F M C s .

Computer (FMC) T h e p r i m a ry F M C processes the

i n p u t s from the C D U and passes the

The d u a l FMC c o n f i g u r a t i o n is a data over the intersystem b u s to t h e

flight management computer s e c o n d a ry F M C . The d i s p l a y on the

system(FMCS) option. The m a i n C D U s comes from the p r i m a ry F M C .

c o m p o n e n t s are two f l i g h t

management computers and two With the transfer switch i n n o r m a l ,

control and d i s p l a y u n i t s ( C D U ) . The outputs from F M C - 1 go to a l l s i n g l e

second F M C provides backup systems and to the left o r n u m b e r 1

vertical and lateral s i d e of d u a l systems. The output of

n a v i g a t i o n / g u i d a n c e capability. F M C - 2 goes to the right or n u m b e r 2

s i d e of d u a l systems. With the

A transfer switch a l l o w s selection of transfer switch i n both on left, F M C - 1

system c o n f i g u r a t i o n . T h i s switch is the source for a l l o u t p u t s . FMC-2

controls transfer relays w h i c h is the source for a l l outputs with the

determine the source of F M C i n p u t s transfer switch i n both on 2 .

and o u t p u t s . With the transfer switch

i n n o r m a l o r both on left, F M C - 1 is

the p r i m a ry F M C and F M C - 2 is the

secondary F M C . With the transfer

switch i n both o n r i g h t , F M C - 2 is the

p r i m a ry and F M C - 1 is the

secondary. lntersystem b u s s e s

between the F M C s transfer

information between the two

computers. The outputs of the

18-8
• •
, ,
 Windshear and G r o u n d Proximity Warning

Features DISPLAY • Ground Proximity Warning

System

WINDSHEAR ALERT (GROUND • Pitch limit indicator (PL/) is

PROXIMITY WARNING displayed when flaps are not up • Pitch L i m i t Indicator ( P L I )

COMPUTER--GPWC) and shows angle-of-attack

margin to stick shaker. • Windshear G u i d a n c e

• Aural and visual windshear alerts

• Helps the pilot prevent large
aid the crew in detecting • Autothrottle (Afr) Computer
excursions of angle-of-attack
hazardous windshears.
when encountering stick shaker

• Priority logic between ground in severe windshears.

proximity warnings and

windshear warnings. AUTOTHROTTLE (AIT)

• Wind estimations ensure timely

application of thrust when

controlling speed on approach.

19-1
 Mode Control

Panel THR HLD I VNAV PTH I HOG SEL I FD

FMC

Lett and Right

Symbol Generator

Lett and R i g h t

swc

DH200
Lett Radio 3,:,:;

Altimeter

Pull Up

R
Left ADC

PAESEtHAFLIGHT

STATU$�HISTORY
Below G/S

P-lnhibit A
Left VHF/NAV MU OBS FIO CAPT

Receiver Captain's Panel

Left E F I S

Symbol Generator

Pull Up
Landing
R
Cear Lever Flight Deck

Below G/S Speakers

P-lnhibit A

Left I R U
First Officer's

GPWC Panel

Left Digital

Analog Adapter

TCAS

--�F--
1 ap
� s_w_t
c
i_h
_ e
s�__.
� Remote Electronic Unit

Ground Proximity Warning System

Ground Prox Warning System

Mode Flight Condition Voice Warning Display

The g r o u n d proximity w a r n i n g

system provides aural a n d v i s u a l

Excessive " S i n k Rate" PULL U P

w a r n i n g s to the f l i g h t crew of
Descent " ( W H O O P - WHOOP) (Red)
p o t e n t i a l l y hazardous c o n d i t i o n s
Pull U p "

w h e n the a i r p l a n e is operated at

h e i g h t s less than 2500 feet above

2 Excessive "Terrain-Terrain" PULL UP

Terrain "(WHOOOP-WHOOP) (Red) the g r o u n d .

Closure Rate P u l l up"

The system c o m p u t e r receives

3 Descent After "Don't Sink" P U L L UP a l t i t u d e and airspeed i n f o r m a t i o n

Takeoff (Red)
from the a i r data computer, radio

altitude s i g n a l s from the radio

4 Not in Landing "Too Low Terrain" PULL UP
altimeter, and l a n d i n g gear, flap
Configuration "Too Low Gear" (Red)
p o s i t i o n , and navigation s i g n a l s .
At Too Low An "Too Low Flaps"

Altitude The system provides different voice

messages generated by a voice

5 Below "Glide Slope" Below GS s y n t h e s i z e r w i t h i n the computer.

G l i d e Slope (Amber) Red o r a m b e r l i g h t s i l l u m i n a t e w h e n

w a r n i n g s are i s s u e d . W a r n i n g s
6 Altitude Various Altitudes
c o n t i n u e u n t i l the f l i g h t crew correct
Call outs

the c o n d i t i o n that initiated it, o r i n

case of g l i d e s l o p e w a r n i n g , the
7 Windshear "Wind shear" E A D I Message

Condition W I N D S H E A R (Y) f l i g h t crew i n h i b i t s the w a r n i n g .

Encountered WINDSHEAR (R)

19-2
 Windshear and Ground Proximity Warning

DH100
ALT

GS250 180

F
0

0
0

(f' !>=

0
0
s
SPD LOC

G/S a LNAV

VNAV PTH
o o a o o

t:II::J

EADI

Pitch Limit Indicator and Pitch Angle Definition

Pitch L i m i t Indicator ( P L I ) Windshear Guidance time the TO/GA switch is c l o s e d ,

regardless of the status of the f l i g h t

The P L I symbol is d i s p l a y e d wh en The f l i g h t director takeoff and go­ d i r e c t o r ON/OFF switch, except
the flaps are extended. The angle-of­ a r o u n d (TO/GA) modes and the w h e n the airspeed is below 80 knots
attack m a r g i n to stick shaker is autopilot (A/P) go-around mode o n takeoff.
indicated on the pitch scale by the i n c l u d e g u i d a n c e w h i c h provides

P L I symbol shown above or below e a s i e r and more precise f l i g h t path Auto g o - a r o u n d with its w i n d s h e a r

the reference ( a i r p l a n e ) s y m b o l , the management i n windshear. T h i s g u i d a n c e is a v a i l a b l e if the approach

n u m b e r of degrees e q u a l to the guidance is compatible with is made with both autopilot c h a n n e l s

difference between the stick s h a k e r t e c h n i q u e s b e i n g recommended for on-line.

a l p h a and the existing a l p h a . At the m a n u a l control of the a i r p l a n e u s i n g

moment the stick s h a k e r becomes basic i n s t r u m e n t a t i o n . Autothrottle (A/T) Computer

active, the P L I symbol w i l l be

t o u c h i n g the top of the a i r p l a n e The basic Takeoff/Go-Around The A/T c o m p u t e r i n c l u d e s estim­

symbol. g u i d a n c e controls to a target speed ations of l o n g i t u d i n a l s h e a r and

as long as rate-of-climb ( A O C ) vertical w i n d to a u g m e n t the n o m i n a l

When operating close to stick shaker exceeds 1 2 0 0 ft/min. At 600 ft/min speed control so that a t i m e l y

i n severe windshears, the P L I h e l p s and below, speed control is replaced a p p l i c a t i o n of power takes place if

the p i l o t prevent large excursions of with pitch attitude c o n t r o l . A blend of severe w i n d s are encountered on

angle-of-attack and pitch attitude. speed and attitude control exists approach.

The P L I is l i m i t e d to a pitch attitude wh en AOC is between 600 and

i n d i c a t i o n of 30 degrees. 1 2 0 0 f t/ m i n . I n w i n d s w h i c h activate the w i n d ­

s h e a r a l e rt , it is typically found that

The d i g i t al stall w a r n i n g computer Stall protection is active at a l l t i m e s at the t ime the ale rt is triggered and

(DSWC) generates the stick s h a k e r by l i m i t i n g a l p h a to 2 d eg r e e s below before TO/GA activation, the thrust is

m a r g i n w h i c h the E F I S uses to stick s h a k e r a l p h a . The f l i g h t director at o r n e ar the g o - a r o u n d l e v e l .

generate the symbol p l a c e m e n t . TO/GA g u i d a n c e is activated any

19-3
 E l e c t r o n i c E q u i p m e n t Bay

Features • Electronic Equipment

Compartment
ACCESSIBLE LOCATION

Electronic equipment is located in a

compartment below the cabin floor

aft of the nose gear and is readily

accessible

20-1
 Not On 400

vr:
I '\,-
,-
,- N
N

c ci c ci o o
.__ z z z 0.
Air Data Auto Air Data
s .__ E .__ Pressure

Computer Throttle �
=
== = "cu 2 ro 2 Controller Computer
m -
al
cu -
al
- ::i - ::i ��
No. 1 Computer - ::i - ::i No. 2
Cf) 0. Cf) 0.
<J? 0.. U? 0. c 2

.::::. E .::::. E .8 E nc
oi o os o � � ::i O m o
<( 0 <( 0 00
0 0 0 0

E1-1

IRS

Relay
Digital Eng Digital
Flight
No. 1
Analog Vib Analog
Management ,.._
Adapter Sig Adapter
Computer
IRS
No. 1 Cond No. 2
Relay

No. 2

E1-2

<ii
a. ....
SELCAL Flight Cont Computer Flight Cont Computer
E2 =>
C h a n n e l "A" m ::i <( Channel "B"
o o.. Cf)

�E �
mo
>-0

E1-3

�- �-

Electronic Equipment Rack E t (Typical Arrangement)

r1\- -Ar-

P/A REU VHF VHF

Amp I Comm Comm

No. 1 No. 2

E2-1

ATC DFDAU DME DME

No. 1 No. 1 No. 2

E2-2

* * Left Right
Pack/Zone Pack/Zone
Symbol Symbol
Controller Controller
Generator Generator
Left Right

E2-3

Radio Radio ATC GND ADF ADF

Altimeter Altimeter No. 2 PROX N o . 1 No. 2 -

Battery
No. 1 No. 2
MKR

BCN

Note: E2-4 I

* 737-400 only

Electronic Equipment Rack E2 (Typical Arrangement)

20-2
 E l e c t r o n i c E q u i p m e n t Bay

v '\r
..... C\I
(")

<ii O cii 6 <ii O

E Z E Z E Z Battery Static
o cii 0 <ii 0 <ii Charger Inverter
en � (./) � (J) :t:::

c - c - c -
C'Cl o C'Cl o C'Cl o
.... Q) .... Q) .... Q)

r- a: r- (( r- CC

E3-1

(/)

(/) (/)

c Q) c Q)
co
"'Cl o .- o O N .c
Q)
o u5
(!) :e O
"'Cl <( � o co .... -
�

c �
0.
:.52
-g z Q)
c c Q) 0 :';::
-0

(/)
(f) Q) 0 >, 0 >, .c - � :2 -5
'1?
c .... (.)

o � o e "6>
U co Q) Q) o
- co
::::, .... E c > -
(/)
j"�j
-= ci5 -= ci5
<Co <( <( (( w <( (( o� � LL 0.. (I)

E.3-2

I R U NO. 1 I R U NO. 2
c c c c
.8 0 0 0 0
o
o o 0 o
c Q)

0 a5 :';:: :';:: :';:: :';::

o - 0
.g .g (")
0
Relays "'O T""" C\I .g -e-
::::)
c . c . c . c .
a.. � R-10 & -- 0 ·- 0 ·- 0
<( tr
R-11
sz sz sz ��
1 1 5 V ac

400 CPS F�-3

..... ..... >,

c co
® 0 0

w
0

\ \
z
.c

.8
"§: C\J
z
.c

.8
'§: C\I
�
O')

·;;
C'Cl
in'N

� o
(f) z
£ N

(f) 0
.....J Z
TCAS

Computer
� ::::::! � -;- �
\ \ \1nterphone (f) . (f) .
Z N (1) .....
Jack a: .....
> o > o LL . (_) .
co Z co Z I O O o LL O
·.
·component .Electrostatic z� z� > Z > Z <C Z

Extractor Ground Jack

E3-4
. . . .

Electronic Equipment Rack E3 (Typical Arrangement)

Electronic E q u i p m e n t

Electronic e q u i p m e n t is rack

mounted i n a co m p artm e n t below

the mai n c a b i n floor j u st aft of the

nose gear wheel w e l l . T h i s electronic

e q u i p m e n t compartment is

a cc e ssi b l e on the g r o u n d t h r o u g h a

door i n the lower f u s e l a g e . If

necessary, the c o mp artme nt can be

reached i n f l i g h t t h r o u g h a floor

p a n e l i n the forward part of the

p a s s e n g e r c a b i n . Modification and

troubleshooting are s i m p l i f i e d

t h r o u g h use of e a s i l y removable

shelf a s s e m b l i e s c o n t a i n i n g

e q u i p m e n t m o u n t i n g s of standard

A R I N G or special c o n s t r u c t i o n ,

i n t e r c o n n e c t i n g w i r i n g , and

accessory boxes. M o u n t i n g

e q u i p m e n t on shelves allows

f l e x i b i l i t y i n locating standard black

boxes which are arranged according

to use and for m a x i m u m

accessibility.

Electronic Equipment

20-3
 Optional

Electronic

Equipment

Rack.ES

Optional Auxiliary Electronic Equipment Rack ES

F l i g h t d e c k exhaust a i r, w h i c h i s

used f o r e q u i p m e n t c o o l i n g , is drawn

t h r o u g h the e q u i p m e n t racks and is

exhausted overboard.

A d r i p s h i e l d is i n s t a l l e d over the

racks to protect the e q u i p m e n t from

m o i s t u r e c o n d e n s a t i o n . Space is

available for optional e q u i p m e n t .

The E-5 e q u i p m e n t rack may be

i n s t a l l e d at the aft end of the

electronic e q u i p m e n t c o m p a rt m e n t

extending into the forward cargo

c o m p a rt m e n t .

20-4
usce aneous
 Miscellaneous

Features • Forward Airstair

FORWARD AIRSTAIR • Exterior Doors

An optional forward airstair provides

terminal self-sufficiency without

sacrificing passenger space.

21-1
 oo oO

-- --
---------- ---------
Forward Airstair Door Opened Forward Airstair Extending and Unfolding

Forward Airstair extended, the s t a i r un i t rests f i r m l y

o n the g r o u n d and self-adjusts to

A self-contained forward a i r s t a i r is c h a n g e s i n h e i g h t from the g r o u n d to

available as a standard option on the the aircraft d o o r o p e n i n g . After the

737 a i r p l a n e . It is installed b e h i n d an s t a i r i s extended, t e l e s c o p i n g

i n w a r d - o p e n i n g p l u g do or located h a n d r a i l sections are extended

below the m a i n entry door. The m a n u a l l y into the e n t ry doorway for

a i r s t a i r can be e l e c t r o m e c h a n i c a l l y p a s s e n g e r safety. For normal

extended or retracted by e i t h e r the o p e r a t i o n , e l e c t r i c a l switches

normal AC and DC motor system or prevent retraction until these

by the standby DC system from h a n d r a i l s are disconnected and

e i t h e r i n s i d e or outside the a i r p l a n e . stowed.

W h e n operating the normal extend

system, the standby DC stair motor

operates i n c o n j u n c t i o n with the AC

motor d u r i n g a p o rt i o n of extension

to provide faster o p e r a t i o n .

The a i r s t a i r a s s e m b l y is an easily

removable package i n s t a l l e d t h r o u g h

the a i r s t a i r door o p e n i n g .

The carriage c o n t a i n s the actuation

m e c h a n i s m and electrical s e q u e n c e

switches. The stair c o n s i s t s of two

sections, as we l l as f o l d i n g h a n d r a i l s

and i l l u m i n a t e d treads. When

21-2
 Miscellaneous

oo

Forward Airstair Fully Extended

Operation of the s t a i r from i n s i d e the retraction are a c c o m p l i s h e d u s i n g

a i r p l a n e is a c c o m p l i s h e d , i n e i t h e r the STANDBY mode. I n the

the n o r m a l or standby mode, u s i n g STANDBY mode, i n d e p e n d e n t DC

switches located on the control electrical motors operate the airstair

p a n e l near the u p p e r forward corner door and the airstair. If 1 1 SV AC

of the forward entry door. The ma in power is a v a i l a b l e , the source of DC

en try door must be open before power is from the

electrical power is available to the transformer/rectifier u n i t . If 1 1 SV AC

i n t e r n a l controls. With the switch in power is not available, 28V DC

the E X T E N D position, the a i r s t a i r power is obtained from the aircraft

d oor is first o p e n e d , followed by battery.

extension of the stairs. When the

stairs reach f u l l extension, the D u r i n g g r o u n d s e rv i c i n g or

electrical power is automatically s h u t maintenance, the ma i n entry doo r

off to the motors and the tread l i g h t s can be closed with the airstair

are turned o n . extended, provided the telescoping

h a n d r a i l extensions are stowed.

Operation from outside the a i r p l a n e

is a c c o m p l i s h e d u s i n g the control The forward entry d o o r may also be

lever located near the lower aft used with p a s s e n g e r jetways or

c o r n e r of the airstair door. The portable stairs without e x t e n d i n g the

forward entry door may be e i t h e r airstair.

open o r closed when extending the

stairs from outside the a i r p l a n e .

A s a backup to the N O R M A L mode

of ope r a t i o n , airstair extension and

21-3
 FORWARD AIRSTAIR

Ai rstai r Tread

Lights Switch Stair Operating

Light

Mechanical

Switch Interlock

Normal Mode AUTO

Extend/Retract
AIRSTAIR
Switch Standby Mode

Extend/Retract

Switch

EXTEND

NORMAL STANDBY

Forward Airstair - Interior Control Panel

The f o l l o w i n g controls are on the NORMAL MODE STANDBY M O D E

forward airstair i n t e r i o r control panel E X T E N D/ RETR A C T SWITCH EXTEND/RETRACT SWITCH

located above the forward entry

door. Momentary switch ( m u s t be held M o m e n t a ry switch (must be h e l d

u n t i l stairs are f u l l y extended or u n t i l stairs are f u l l y extended o r

AIRSTAIR TREAD LIGHTS SWITCH retracted). retracted).

• E X T E N D - The n o r m a l and • EXTEND-The standby DC stair

• ON-Turns on the forward a i r s t a i r
standby DC stair door motors door motor o p e n s the stair d o o r
tread l i g h t s .
operate to open the stair door. and the standby DC stair motor
• OFF-Turns off the forward
The normal AC and the standby extends the s t a i r s . The switch is
a i r s t a i r tread l i g h t s .
DC motors extend the stairs. The e n e r g i z e d by o p e n i n g the forward

• AUTO-The a i r s t a i r tread l i g h t s switch is deactivated if the entry door.

are automatically turned on when forward entry door is c l o s e d .

• RETRACT-The standby DC
the forward airstairs are f u l l y
• RETRACT-The normal AC stair motor retracts the stairs and
extended, and t u r n e d off w h e n i n
motor operates to retract the the standby DC stair door motor
transit o r retracted.
stairs. The n o r m a l DC stair door closes the door. C a u t i o n must be

motor operates to close the stair exercised as the retract switch

STAIR O P E R A T I N G L I G H T
door. The switch is deactivated if can be activated i n the standby

the h a n d r a i l s are not stowed, or if mode with the h a n d r a i l s

I l l u m i n a t e d a m b e r when airstair door
t h e forward entry door is c l o s e d . extended.
is open a n d w h i l e stairs are

extending or retracting, or when

airstairs are retracted and a i r s t a i r

door is o p e n .

21-4
 Miscellaneous

Normal/Standby

Mode Select Switch

Control Handle in

Released Position

Forward Airstair - Exterior Controls

The f o l l o w i n g forward airstair CONTROL HANDLE NORMAL/STANDBY M O D E

controls are located on the exterior S E L E C T SWITCH

of the a i r p l a n e below and aft of the C o n t r o l h a n d l e s p r i n g loaded to

forward entry door. center O F F p o s i t i o n . Momentary position in STANDBY.

• E X T E N D (Mode select switch i n • N O R M A L (Switch s p r i n g loaded

H A N D L E R E L E A S E BUTTON NORMAL)-The normal and to N O R M A L p o s i t i o n ) - W h e n

standby DC stair d o o r motors control handle is rotated to

P U S H - R e l e a s e s control h a n d l e open the stair door. The n o r m a l E X T E N D or RETRACT, stairs

from f l u s h p o s i t i o n . AC and the standby DC stair operate from normal system.

motors extend the stairs (forward

entry d o o r may be either open o r • STANDBY (Switch h e l d i n

closed). position)-When control h a n d l e

is rotated to E X T E N D o r

• RETRACT (Mode select switch i n RETRACT, stairs operate from

NORMAL)-The normal AC stair DC standby system.

motor operates to retract the

stairs. The normal DC stair d o o r If the a i r s t a i r h a n d r a i l s are extended

motor closes the stair door. the a i r s t a i r retract switch is

deactivated i n the N O R M A L mode,

but can be activated in the standby

mode.

21-5
 Fwd Cargo

Compartment Door
Fwd Airstair Door

(Optional) Electronic

Equipment

Access Door

Exterior Door Locations

Exterior Doors

P l u g - t y p e exterior entry a n d access

doors i n c l u d e the forward a n d aft

entry doors (left s i d e ) , forward a n d

aft g a l l e y s e rv i c e doors ( r i g h t s i d e ) ,

forward and aft lower cargo

c o m p a rt m e n t doors ( r i g h t s i d e ) , the

forward a i r s t a i r door (if i n s t a l l e d ) , t h e

lower nose c o m p a rt m e n t a n d t h e

electronic e q u i p m e n t access d o o r aft

Fwd Cargo

Forward Airstair Door Compartment Aft Galley of the nose l a n d i n g gear. These
Entry Door (If Installed) Door Service door
doors operate m a n u a l l y except for

the forward a i r s t a i r door. A m b e r

l i g h t s on the overhead p a n e l i n the

f l i g h t c o m p a rt m e n t for each of these

doors advise the crew when any o n e

FWD FWD FWD
AIRSTAIR
ENTRY A CARGO SERVICE is open o r not c o m p l e t e l y l a t c h e d . A
A A

AFT AFT AFT p a s s e n g e r c a b i n e m e r g e n c y exit

EQUIP
ENTRY CARGO SERVICE
A A A hatch is provided over both the left

a n d r i g h t w i n g s . (Two over each w i n g

on the 7 3 7 - 4 0 0 . )

Aft Entry Door Lower Nose Aft galley

Compartment Service Door

and Electronic

Equipment

Access Door

Advisory Lights on the Overhead Panel

21-6
Member of
http://egitim.thy.com

.. . . · · · · . . . . · · · · · · · · · · · · · · . · · .

.. .

, .ti\ TUM HAYA YOllARI AKA�:iSi'NDE BASILM�T1A • .

\:!!!!!J PRINTED IN TURKISH AIRLINES ACADEMY,