B737-6 21 Jar B1 e (Jun2004 CMP)

Training Manual
B737-6/7/8/900
ATA 21
AIR CONDITIONING
For training purposes and internal use only.
AMEC PERU.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:
AMEC PERU
AIR CONDITIONING B737−600/700
DISTRIBUTION
21−20
ATA 21 AIR CONDITIONING

ABBREVIATIONS AND ACRONYMS
A/C air conditioning
ACAU air conditioning accessory unit
c celsius
clng cooling
CTC cabin temperature controller
EE electronic equipment
F fahrenheit
Air Conditioning Sub—systems
Distribution
Heating
Cooling
Temperature control
Humidity/air contaminant control
Pressurization.
For Training Purposes Only
22.9.97 Page: 1
GENERAL
21−00
21−00 GENERAL
AIR COND SYSTEM DESCRIPTION AIR CYCLE MASCHINE, (COMPRESSOR)
The air cycle maschine is a cooling unit consisting of a compressor and tur-
GENERAL bine on a common shaft. The air enters the compressor, where the pressure
The air conditioning system provides a conditioned air environment for the pas- and temperature of the air is increased.
sengers and crew, assuring comfort and safety. The air cycle machine (ACM) decreases air temperature, by expansion
The air conditioning packs receive hot air (212C) from the pneumatic system. through a turbine.
The packs control the temperature, rate of flow, and distribute it throughout the Foil air bearings support the shaft. The air bearings let the ACM rotate at
passenger and control compartments. high speed with little friction. An air-bearing boost-air line connects at the
center of the ACM. The upstream supply of air comes from a port on the
AIR CONDITIONING PACK upstream side of the flow control and shutoff valve.
The flow control valves (pack valves) provide pack ON / OFF control, and one When the airplane is in flight, demand from the air cycle machine decreases
of three different flow schedules in response to the pack switch and APU bleed and ram air pressure increases. The increase in ram air pressure opens the
switch selection on the P5 panel. check valve and lets more air go through the heat exchanger without the
MIXING VALVE HOT AIR increase of fan operation.
An air mix valve, downstream of the pack valve, regulates cabin tempera- WATER SEPARATOR
ture by allowing a controlled amount of hot air to by−pass the air cycle sys- As the air cools, its moisture content condenses. The water separator col-
tem. The valve is a dual housing assembly with two disk plates mounted on lects this atomized moisture and removes it from the air cycle system. This
a common shaft 90 opposed. As one disk moves from open toward closed, water is sprayed into the ram air inlet duct, upstream of the pack heat ex-
the other moves from closed toward open. One part of the air is routed to changer, through a water spray nozzle. The water separator 2C control
the hot air plate of the mixing valve, bypasses the cooling pack, directed system bypasses hot air around the air cycle machine, if needed, to prevent
through the mixing chamber. water freezing in the separator.
The remainder is directed through the PACK PROTECTION
PRIMARY HEAT EXCHANGER, Protection of the pack is provided by four thermal switches.
The primary heat exchanger is an air - to − air type. The ram air system em-
ploys outside air as a cooling medium across the heat exchanger. The − 90 C (Supply Duct).....................mixing valve drives to FULL COLD.
amount of outside air permitted to flow through the heat exchangers is de- − 100C (Turbine Inlet) ....................pack valve closes.
termined by ram air inlet panels. During periods of low ram air supply, such
− 120C (Distribution Manifold) ...........pack valve closes.

as airplane on ground, ascent, or descent, an air-cycle-machine operated − 200C (Compressor Outlet).............pack valve closes.
fan induces outside air flow across the heat exchangers. In cruise, inlet pan-
els modulate open to control the amount of air flow through the heat ex- If the Pack Valve is closed, the Mixing Valve drives to FULL COLD.
changers. The amount of opening is automatically controlled to maintain a AIR CONDITIONING DISTRIBUTION
temperature of 110°C (230°F) at the compressor discharge.
Cold air leaving the water separator then travels to the mixing chamber. The
MIXING VALVE COLD AIR cold air is then mixed with the remainder of the warm air as required to obtain
The cold air disk regulates the amount of air through the cooling pack.The the conditioned air temperature called for by the temperature control system.
valve is controlled by auto and manual mode. When the pack valve is This conditioned air distribution system routes temperature controlled air to the
closed, the mix valve drive to full cold. passenger and control cabins.
20.09.00 Page: 2
Lufthansa Technical Training
GENERAL
21−00
SUPPLY DUCT TEMP. BULB L TEMP SELECTOR L PACK

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

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GENERAL
21−00
OVERHEAD PANEL DESCRIPTION

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

PRESSED Indicates respective Ram Door in Full Open Range.
If the Fault condition has been corrected, Resets BLEED TRIP OFF,
PACK TRIP OFF and DUCT OVERHEAT.
Light remain illuminated until reset.
18.3.98 Page: 4
GENERAL
21−00
RECIRC FAN RECIRCULATION FAN

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

PACK PACK PACK TRIP
ANTI CLOSE ANTI
TRIP OFF TRIP OFF OFF LIGHT NO AL NO AL
ICE ICE
WING−BODY WING−BODY
TRIP
OVERHEAT OVERHEAT TEMPERATURE
SELECTOR COOL WARM COOL WARM
BLEED BLEED
TRIP OFF TRIP OFF
COOL WARM COOL WARM
RESET OFF OFF
MANUAL MANUAL
TRIP RESET
OFF OFF
SWITCH
RAM DOOR DUAL RAM DOOR RAM DOOR
ON ON FULL OPEN BLEED FULL OPEN FULL OPEN
1 APU 2 LIGHT A B B
BLEED
P5−10 PNEUMATIC CONTROL PANEL P5−17 TEMPERATURE CONTROL PANEL
Figure 2 Overhead Control Panel

18.3.98 Page: 5
COOLING
21−50
21−50 COOLING
PACK VALVE DESCRIPTION
The pack valve is a pneumatically actuated, electrically controlled disk valve. It The pack valve is controled by three solenoids A, B, C.
provides air conditioning pack ON or OFF capability in response to the pack Solenoid C is the OPEN/CLOSED solenoid. When it is electrically ener-
switch on the overhead panel, or to any of three overheat switches in the sys- gized to the open position (or manually operated by pulling out on the
tem. manual control rod), the ballvalve actuating rod is retracted and latched.
During normal operating, it modulates to meter pack airflow to one of three flow
Solenoid B regulates the LOW/HIGH flow mode. The solenoid is ener-
schedules:
gized to the low flow mode.
OFF
Solenoid A is energized:
The pack valve is closed.
− when the pack switch is at ”HIGH”,
AUTO − the APU bleed switch is at the ”ON” position and
With both packs operating in AUTO, each pack regulates to normal flow rate − the airplane is on the ”GROUND”.
approximately 55 Ibs/min. This is the normal in−flight schedule. It provides
optimum airplane performance, but requires a recirculation fan to meet de- Pack Valve Closed Limit Switch
sired cabin ventilation rate. As cabin altitude increases, the pack valve is The closed position of the pack valve controls the following subsystems:
biased to supply a lower airflow rate.
Mixing Valve ............................drives to full cold.
With one Pack operating, regulates to high Flow Rate when:
Recirculation Fan.....................may/may not activated.
− in Flight and Flaps Up (if Engine Bleed is used)
− in Flight, regardless of Flaps (if APU Bleed is used). Note:
HIGH An unsatisfactory operation of the pack valve will affect the pressurization sys-
Pack regulates − 80 Ibs/min. This rate can be selected manually when tem. The AUTO FAIL circuit will be trigger (high cabin rate).
additional cooling and or ventilation is desired. As cabin altitude increases,
the pack valve is biased to supply a lower airflow rate.
If APU bleed air is used on ground, the pack regulates to APU high flow
approximately − 100 Ibs/min.
The pack valve controls the mass flow so, that a nearly constant volumetric
flow (cfm) is supplied to the air conditioning pack.
18.3.98 Page: 6
COOLING
21−50
VISUAL POSITION
INDICATOR
ACTUATOR
FWD
AIR CONDITIONING COMPARTMENTS
TO CABIN PRES-
SURE
SENSE PORT
SOLENOID B
BUTTERFLY
PLATE
665728
SOLENOID A SOLENOID C
CABIN PRESSURE SENSE PORT MANUAL CONTROL ROD

Figure 3 Pack Valve
18.3.98 Page: 7
AIR CONDITIONING B737−600/700/800
COOLING
21−50
FCSOV — FUNCTIONAL DESCRIPTION

Pack Switch Off
When the pack switch is in the OFF position, 28v dc (battery bus) energizes
the close coil of solenoid C. With the close coil energized, the flow control and
shutoff valve can not receive pressurized air to operate the actuator and open
the valve.
Pack Switch AUTO
When the pack switch is in the AUTO position, 28v dc energizes the open coil
of solenoid C. Solenoid C opens and lets air pressure go to the actuator to
open the valve. This also opens the closed switch in the valve. Solenoid B en-
ergizes through the deenergized contact of the left low flow relay and the pack
switch. The pack will operate in normal flow mode-cabin pressure will bias the
flow rate of the auto flow servo to control the flow rate automatically.
The right low flow mode relay energizes when all of these conditions are true:
Airplane in the air
Flaps are up
Left pack valve is closed.
This will cause the right flow control and shutoff valve to operate in high flow
mode. The operation is the same for the left flow control and shutoff valve if the
right valve closes in flight with the flaps up.
Pack Switch HIGH
When the switch is in the HIGH position, the pack will operate in high flow
mode. This will deenergize solenoid B. The deenergized solenoid B will let air
flow to the APU/high flow servo. The valve actuator opens the valve plate
which increases the airflow.
The pack operates in the APU high flow rnode when all of these conditions are
true:
The pack switch is in the HIGH position
The APU bleed switch is in the ON position
The APU is operating above 95%
The airplane is on the ground.
When these conditions are true, then solenoid A will energize to permit a flow
rate greater than high flow mode.
21.09.00 Page: 8
COOLING
21−50
28V DC
BAT BUS
A/C OVERHEAT 1
CLOSED
OVHT CLOSE
28V DC
BAT BUS
C
A/C PACK CONT
VALVE LEFT NORM
OPEN
P6 CB PANEL K8 PACK
OVHT RLY
OFF LOW FLOW
AUTO MODE
HIGH B
APU HIGH
K18 FLOW FLOW MODE
MODE RLY
AIR A
28V DC
L FCSOV
95%
GND CLOSED
L PACK SW
APU CONTROL R595 GND
UNIT SENSE RLY OFF OFF CLOSED
(J20) 1
OPEN
R FCSOV
ON K23 RAM MOD
ON CONTROL RLY
ENG BLEED SW(S)
ACAU (E4−1)
OFF
ON
NOTE: RIGHT PACK FCSOV
CIRCUIT SIMILAR APU BLEED
SWITCH
1 PROVIDES A DISCRETE TO
THE FMCS, RECIRC, AIR COND/BLEED AIR
PRESSURIZATION AND CONTROLS PANEL (P5)
TEMP CONTROL SYSTEMS
Figure 4 Pack Flow Control

21.09.00 Page: 9
COOLING
21−50
PACK PROTECTION
The pack protection circuit stops operation of the pack to prevent damage to
the air cycle machine and discomfort to the airplane passengers.
Normal Operation
The pack flow control and shutoff valve receives 28v dc, from the battery bus.
The valve open solenoid receives 28v dc through the pack switch in the AUTO
or HIGH position, and a de−energized pack overheat relay. This will electrically
enable the flow control and shutoff valve (pack valve) to move to the open posi-
tion.
Pack Trip
Pack protection is a function of these three switches:
Compressor discharge overheat switch
Turbine inlet overheat switch
Pack discharge duct overheat switch.
The switches are normally open. When an overheat condition occurs, the over-
heat switch closes. This energizes the pack overheat relay. When the pack
overheat relay energizes, power goes to the close solenoid of the flow control
and shutoff valve.
Indication
These are the indications when pack trip occurs:
PACK TRIP OFF amber light comes on
MASTER CAUTION and AIR COND annunciator lights come on.
Pack Reset
The overheat relay latches in the overheat position. When the condition that
caused the pack trip off is corrected, push the TRIP RESET switch on the
P5−10 panel to deenergize the overheat relay.
Training Information Point

If the PACK TRIP OFF light comes on and the pack can be reset, the heat ex-
changers may be obstructed or dirty.
If the PACK TRIP OFF light comes on and the pack can not be reset, do a test
of the compressor discharge and turbine inlet overheat switches.
If a DUCT OVHT light comes on before a PACK TRIP OFF light, It can be a
fault with the low limit (35F) sensor or the air mix valve.
FRA US/E gz 21.09.00 Page: 10

COOLING
21−50
28V DC OFF OPEN

BAT BUS NORM
AIR CONDITIONING
VALVE PACK − L
AUTO CLOSE
HIGH
LEFT PACK SWITCH LEFT PACK

TO MASTER FLOW CONTROL
CAUTION AND SHUTOFF VALVE
28/16V DC PACK
199C
TRIP OFF
MASTER DIM A
SEC 1 LEFT COMPRESSOR
DISCHARGE OVHT SW
TRIP RESET SWITCH 121C
AIR CONDITIONING/BLEED AIR LEFT PACK DISCHARGE

CONTROL PANEL (P5) DUCT OVHT SW
28V DC
BAT BUS
AIR CONDITION
OVERHEAT
OVHT 99C
P6 CB PANEL
K8 LEFT PACK LEFT TURBINE INLET
OVHT RELAY OVERHEAT SWITCH
AIR CONDITIONING
NOTE: LEFT PACK PROTECTION SHOWN. ACCESSORY UNIT
RIGHT PACK SIMILAR.
Figure 5 Pack Protection

21.09.00 Page: 11
COOLING
21−50
PACK VALVE
Operation
Valve shutoff operation is accomplished by energizing solenoid “C” to seat the
solenoid ball on the inlet pressure port, closing off the actuator air supply and
venting the actuator. The actuator spring will move the disk to the closed posi-
tion.
When solenoid “C” is energized to seat the ball on the vent port and open the
actuator supply pressure port, the valve actuator is supplied with air pressure
for airflow control operation. The pressure is supplied from an upstream pres-
sure port and is regulated to a desired value by the pilot regulator. Air then
passes through the control orifice and increases pressure in the actuator cham-
ber, moving the disk toward the open position. When the airflow increases to
the desired valve, the selected flow servo bleeds off air through its ball valve at
a rate that maintains the actuator pressure for the desired flow. The high flow
servo is selected when solenoid “B” is de−energized, low flow is selected when
solenoid “B” is energized. As cabin altitude increases, a bellows expands and
biases the servo spring balance to produce a lower airflow rate.
For APU operating on the ground, solenoid “A” is energized to allow inlet pres-
sure to act on high flow servo. As the piston moves, control balance is biased
to control at a higher airflow rate for maximum cooling.
Electrical power, through the pack valve closed limit switch and valve close
relay, will drive the mix valve full cold when the pack valve closes.
Solenoid “C” is provided with a manual control to allow manual operation during
ground maintenance.
18.3.98 Page: 12
COOLING
21−50
CHAMBER E
APU/HIGH
FLOW SERVO AUTO
80 LBS FLOW
SERVO
CHAMBER D 55 LBS
SERVO VALVE
CHAMBER B
APU
HIGH FLOW
SOLENOID A CHAMBER C
BELLOW
CABIN PRESSURE
AUTO FLOW SENSE PORT
PILOT PRESSURE SOLENOID B
REGULATOR
OPEN−CLOSE SOLENOID C
MANUAL
CONTROL
CONTROL
ORIFICE CHAMBER A
ACTUATOR CL.
OPEN
VENTURI
FLOW UPSTREAM VALVE SENSE PORT DOWNSTREAM
SENSE PORT BUTTERFLY SENSE PORT
CLOSED LIMIT
SWITCH
Figure 6 Pack Valve Schematic

18.3.98 Page: 13
AIR CONDITIONING B737/600/700
COOLING
21−50
HEAT EXCH. AND PLENUM/DIFF. ASSEMBLY

The heat exchanger (HX) removes heat from bleed/pack air. The plenum/dif- and out the ram air exhaust. The air pressure in the diffuser keeps the check
fuser assembly permits air to flow through the heat exchangers. valve closed.
Each pack system has a primary and a secondary heat exchanger. When the airplane is in flight, ram air pressure opens the fan bypass check
The heat exchanger has a large surface area that transfers heat from a heat valve.
source to a heat sink (ram air). The secondary heat exchanger takes air from the ACM compressor. The heat
exchanger removes heat before the air goes to the ACM turbine section.
Location
The primary heat exchanger is in the aft, outboard section of the air condition- Training Information Point
ing compartment. The secondary heat exchanger is forward of the primary heat You remove and install the primary or secondary pack assembly as a single
exchanger. unit. You attach the assemblies at attach points on the top surface. The out-
board flange of the heat exchanger attaches the outboard structure of the air
Physical Description conditioning compartment.
The heat exchangers are an air−to−air, plate−fin, cross−flow type heat ex- The heat exchanger efficiency decreases as dirt and contamination collect on
changer. Two isolated airstreams flow through thin walled channels. The chan- the cooling surfaces. A RAM DOOR FULL OPEN light that stays on in flight
nel walls are made up of plates and fins that increase surface area. can be an indication of a dirty heat exchanger.
The primary plenum/diffuser has an outer duct and an inner duct. The outer The primary and secondary exhaust plenums have access panels for inspec-
duct is the plenum and the inner duct is the diffuser. The inner duct has a fan tion and clean out.
bypass check valve. The fan bypass check valve is a hinged door assembly in
the lower aft section of the diffuser.
The primary pack assembly has these parts:
Primary heat exchanger
Primary plenum/diffuser
Fan bypass check valve.
The secondary assembly has these parts:
Secondary heat exchanger
Secondary plenum/diffuser
Compressor discharge duct assembly
Air cycle machine.
Functional Description
Air from the FCSOV flows through the primary heat exchanger. A cross flow of
ram air removes heat before the air enters the ACM compressor inlet.
When the airplane is on the ground, the ACM impeller fan makes a low pres-
sure zone. This pulls air through the heat exchangers and up through the ple-
num to the impeller fan. Then the impeller fan sends the air through the diffuser
03.12.01 Page: 14
COOLING
21−50
PLENUM
FWD
DIFFUSER
ACCESS PANEL FAN BYPASS

CHECK VALVE
FWD
PRIMARY PLENUM/DIFUSER
PRIMARY HEAT MOUNTING

EXCHANGER BRACKETS
(TYP)
OUTLET
(TO ACM
COMPRESSOR)
PRIMARY
INLET PLENUM/DIFFUSER
(FROM FLOW
CONTROL SHUTOFF
VALVE) FWD
RAM AIR
(TO EXHAUST)
Figure 7 Heat Exchanger

03.12.01 Page: 15
COOLING
21−50
RAM AIR DUCTS

These are the two sets of ram air ducts for each pack system:
Ram air inlet
Ram air exhaust.
The ram air inlet ducts let cooling air flow from the ram air inlet to the heat ex-
changers. The ram air exhaust ducts let air flow from the heat exchangers dis-
charge overboard.
Location
The ram air inlet ducts are outboard of the air conditioning compartment. They
extend forward to the ram air inlet in the wing−to−body fairing.
The ram air exhaust ducts are aft of the air conditioning compartments. You get
access to the exhaust ducts from the air conditioning compartment.
An inspection door is in the aft inlet duct at the aft end.
There is a heat exchanger inlet inspection/clean−out panel in the inlet ducts.
This permits access to the primary and secondary heat exchanger inlets. The
access panel is in the lower area of the duct, adjacent and outboard of the heat
exchangers. You get access to the ram air inlet duct through the fairing panels.
They are outboard of the air conditioning doors.
A special tool lets you clean the heat exchangers when they are dirty.
You can repair the ducts if they have cracks or leaks.
03.12.01 Page: 16
COOLING
21−50
RAM AIR
ACCESS INLET DUCT
AFT RAM (AFT SECTION)
AIR DUCTS PANEL
FLEX DUCT RAM AIR INLET DUCT

CONNECTION (FORWARD SECTION)
SECONDARY HX
PRIMARY HX
PRIMARY HX RAM AIR INLET

ASSEMBLY
ASSEMBLY
SECONDARY HX
HEAT EXCHANGER
RAM AIR INLET INSPECTION/ ASSEMBLY
EXHAUST DUCT CLEAN−OUT PANEL
FWD
RAM AIR DUCTS
RAM AIR
INLET
RAM AIR
INLET DUCT
FWD
Figure 8 RAM AIR DUCTS

03.12.01 Page: 17
AIR CONDITIONING B737/600/700/800
COOLING
21−50
RAM AIR INLET

The ram air inlet modulation panel controls air flow into the ram air system for
heat exchanger cooling.
Location
The ram air inlet modulation panel is in the wing-to- body fairing forward of the
air conditioning compartments. The modulation panel is in the inlet of the ram
air inlet duct.
Physical Description
The ram air inlet modulation panel is made up of two panel sections. The two
panels are hinged. The forward panel has a hinge at the forward end that con-
nects to the airplane structure. The aft panel has rollers in tracks at the aft end.
On the aft panel, clevis fittings on the mid section, and the upper surface, con-
nect link arms to the shaft assembly.
There is a ram air inlet modulation panel for the left and right ram air system.
The ram air inlet modulation panel and shaft assembly adjusts the quantity of
air that goes into the ram air system. The ram air inlet controller and actuator
supply the command and movement functions.
The ram air inlet actuator moves the modulation panel. Linear movement of the
actuator arm transmits movement through a link arm to the modulation panel
shaft. The shaft turns link arms that lift or lower the two panels. The aft panel
has rollers that let it move forward or aft as the two panels move up or down.
The modulation panel and the ram air inlet deflector door are mechanically con-
nected.
21.09.00 Page: 18
AIR CONDITIONING B737/600/700/800
COOLING
21−50
DEFLECTOR DOOR
SPRING LOADED
DEFLECTOR DOOR SHAFT
LINKAGE
ROLLER
DEFLECTOR
DOOR (REF)
FORWARD
MODULATION FORWARD PANEL
PANEL HINGE
FWD RAM AIR INLET

ACTUATOR (REF)
AFT
MODULATION
PANEL
Figure 9 Ram Air Mod. Panel

21.09.00 Page: 19
COOLING
21−50
RAM AIR INLET CONTROLLER

The ram air control temperature sensor supplies temperature data to the ram
air controller.
Location
The ram air sensor is in the air conditioning compartment. It is in the duct that
connects the compressor section of the ACM to the secondary heat exchanger.
The ram air inlet controller is in the air conditioning compartment next to the
water separator.
The ram air sensor has a stainless steel probe housing. The probe housing
attaches to the electrical connector and is hermetically sealed. The housing
has external threads and hexagonal flats for a boss mount.
The ram air sensor is a thermistor bead element. The resistance of the temper-
ature sensing element changes as the air temperature changes. The ram air
temperature controller uses the resistance of the temperature sensor in a con-
trol bridge. When the temperature is above or below 230F (110C), the control-
ler continues to change the position of the ram air inlet modulation panel. The
controller does not send control signals when the temperature is approximately
230F (110C)

COOLING
21−50
ELECTRICAL
CONNECTOR
AIR CONDITIONING COMPARTMENT
RAM AIR INLET

CONTROLLER
PROBE
HOUSING FWD
RAM AIR CONTROL TEMPERATURE SENSOR
Figure 10 Ram Air Control Temp. Sensor

21.09.00 Page: 21
COOLING
21−50
RAM AIR FUNCTION

The ram air system controls the airflow through the primary and secondary The deflector door moves out of the airstream when the actuator is at the S2
heat exchangers. These are the ram air control components: switch position.
Ram air inlet controller The left RAM DOOR FULL OPEN light will be on.
Ram air inlet actuator
Flight (Flaps Up)
Ram air control temperature sensor
In flight, when the flaps are at the full up position, K23 relay de−energizes and
Ram air inlet deflector door 115v ac is supplied to the left ram air controller.
Ram air inlet modulation panel The ram air controller reads temperature signals from the ram air control tem-
Ram air ducts. perature sensor. The sensor sends signals from the air cycle machine (ACM)
These are the three modes of control for the ram air system: compressor outlet. The controller uses the air (temperature) sensor signal in a
bridge circuit. The bridge circuit reads the ACM compressor temperature as an
Ground
error signal, too hot or too cold. The nominal (balanced) control temperature is
FLight (flaps not up) 230F/110C. The output sends a retract (too hot) signal through S3 or a (too
Flight cruise (flaps up). cold) signal to extend the actuator through S4. The switch positions S3 and S4
The air conditioning accessory unit (ACAU) relays control power to the ram air in the actuator are the control limits for cruise mode.
controller and the ram air actuator. There are separate control circuits for the If the pack is shut down in flight, the ram air modulation panels fairs (closes) to
left and right ram air systems. The left system is described. The right system decrease drag.
operates the same.
Ground Mode If the DOOR FULL OPEN LIGHT is on during flight cruise mode, it may be one
When the airplane is on the ground, the AIR/GND sensing system supplies a of these three possible problems:
discrete (ground) to energize the left air ground relay and the left ram mod con- The ram air system may have a blockage
trol relay.
The heat exchangers are dirty
A contact in the left ram mod control relay supplies 115v ac power through the
Electrical failure
energized air ground relay to the ram air actuator. The left ram air actuator has
internal limit switches that connect power to the motor. The limit switch S1 per-
mits power to the motor until the actuator is in the fully retracted position. This
opens the modulation panel and extends the deflector door. When the actuator
is in the fully retracted position, S1 opens to remove power to the motor.
The deflector door is in the extended position when the actuator shaft is be-
tween limit switch positions S1 and S2.
The limit switch, S3 (top contact), in the ram air actuator supplies a ground dis-
crete to the air conditioning/bleed air controls panel. This causes the left RAM
DOOR FULL OPEN light to come on.
When K24 relay is de−energized, 115v ac power is supplied to the left ram air
actuator. Power to the motor extend coils is through the S2 switch at takeoff.
29.11.01 Page: 22
COOLING
21−50
CLOSE RAM AIR

CONTROL
115V AC SENSOR
XFR BUS 1
SECT 2 AIR COND EXTEND
LEFT RAM AIR CONTROL
RAM AIR TEMPERATURE SENSOR RETRACT
MOD LEFT POWER IN
OPEN
LEFT RAM AIR CONTROLLER
28V DC K23 LEFT RAM
MOD CONTROL FLAPS UP
BUS 1
SECT 2 AIR COND RELAY
RAM AIR
MOD LEFT
FLAPS NOT UP 1
P6 CB PANEL AIR TRAILING EDGE

FLAPS UP SWITCH
GROUND
GND
K24 LEFT AIR
GROUND RELAY
PROXIMITY SWITCH
ELECTRONICS UNIT ACAU
S2 S3
EXTEND
(CLOSE)
28/16V DC
RAM DOOR
MASTER DIM FULL OPEN B OPEN CLOSE
SECT 1
(OPEN)
AIR CONDITIONING/ RETRACT
P6 CB PANEL BLEED AIR CONTROLS
PANEL
S1 S4
NOTE: LEFT SYSTEM SHOWN, RIGHT SYSTEM SIMILAR LEFT RAM AIR ACTUATOR
1 RIGHT SYSTEM USES FLAP/SLAT ELECT UNIT
Figure 11 Ram Air System Schematic

29.11.01 Page: 23
COOLING
21−50
RAM AIR MODULATION

Ground Operation
When the airplane is on the ground, the air/ground sensing relays provide a
ground for the circuit to the retract side of the actuator. If the modulating panel
and exhaust louvers are not full open, they drive full open and the actuator
position switches move to the positions shown. At the same time, switch 3 in
the actuator completes a circuit for the RAM DOOR FULL OPEN light (blue).
Flight Operation
When the airplane leaves the ground, the air/ground relay becomes de−ener-
gized but the ram modulating control relay remains energized due to flaps posi-
tion. This completes a circuit to the extend side of the actuator through switch
2, and the actuator moves to position 2. At actuator position 2, the inlet modu-
lating panel move to a slightly closed position. At this position the deflector door
would have moved to the retracted position.
After take−off, when the flaps are retracted, a circuit is completed to the ram air
modulation controller. This circuit continues to extend the actuator. At position
3, the switch opens and extinguishes the RAM DOOR FULL OPEN light. From
this point on, as long the flaps are up, the ram air controller will modulate the
actuator between position 3 and position 4. The position of the actuator de-
pends on the air temperature at the air cycle machine compressor discharge.
The 110° C temperature sensor located on the air cycle machine compressor
discharge duct signal the ram air controller to position the inlet modulation
panel to maintain as close to 110° C as possible. In cruise, the actuator will
modulate between position 3 and 4. Position 4 is with the inlet modulating pan-
els nearly closed. During approach and landing, the ram air control system re-
verse the sequences noted for on the ground and take−off conditions.
29.11.01 Page: 24
COOLING
21−50
MODULATION RANGE DEFLECTOR RANGE
MODULATING CLOSED 4 3 2 1 MODULATION

(DOOR FULLY CLOSED) GRD OPEN AIRPLANE FLAP ACTUATOR DEFLECTOR
PANEL
(DOOR FULLY OPEN) POSITION POSITION POSITION POSITION
POSITION
ON UP GRD
OR 1 EXTENDED
GROUND OPEN
DOWN
ON
ACTUATOR
RAM DOOR MOVES FLIGHT

FULL OPEN LIFTOFF NOT UP TO 2 OPEN RETRACTED
B
MOVES MOVES TO
CLIMB TO 3 MOD. RANGE
UP RETRACTED
1
MODULATES MODULATES
BETWEEN BETWEEN
CRUISE UP RETRACTED
3 AND 4 NORMAL OPEN
1 AND CLOSED
MOVES
LANDING MOVES TO
DOWN TO 3 RETRACTED
APPROACH MOD. OPEN
TOUCH− MOVES MOVES TO

DOWN EXTENDED
DOWN TO 1 GRD. OPEN
1 ACTUATOR POSITION REMAINS AT 2 IF AMBIENT CONDITIONS
AND/OR HARDWARE CONDITION ARE SUCH THAT REQUIRE
MAXIMUM RAM COOLING. THIS PREVENTS MODULATION PANEL
MOVING FARTHER TOWARD CLOSED
Figure 12 Ram Air Modulating System Schematic

29.11.01 Page: 25
COOLING
21−50
AIR CYCLE MACHINE

The air cycle machine (ACM) decreases air temperature, by expansion through
a turbine.
Location
The air cycle machine is in the air conditioning compartment. There is an ACM
for each of the left and right pack systems.
The air cycle machine is a high-speed rotating assembly. It has three sections
connected by a common shaft:
Turbine
Compressor
Fan.
Foil air bearings support the shaft. The air bearings permit the ACM to rotate at
high speed with little friction.
The ACM makes air cool by rapid expansion. Rapid expansion of the air drives
the turbine and compressor. Work is removed by the compressor and fan.
Air from the pneumatic systern goes into the compressor. The compressor in-
creases the pressure and the temperature of the air. This increases the tem-
perature differential in the secondary heat exchanger to improve heat transfer.
The air then goes into the turbine section of the ACM.
The fan impeller moves air through the ram air system when the airplane is on
the ground. It pulls air in from the ram air inlet through the heat exchangers. It
pushes air out through the ram air exhaust. This permits cooling airflow through
the heat exchangers when the airplane is on the ground.

You can cause damage to the air bearings if the shaft turns in the wrong direc-
tion.
It is not necessary to do servicing of air cycle machines that have air bearings.
The ACM is part of the secondary pack assembly. It has two clevis brackets for
attachment to the structure in the air conditioning compartment.
03.12.01 Page: 26
COOLING
21−50
FWD
COMPRESSOR
INLET
TURBINE
SECTION
FAN
SECTION
COMPRESSOR
SECTION
TURBINE
OUTLET
TURBINE
INLET
AIR CONDITIONING − COOLING − AIR CYCLE MACHINE

Figure 13 Air Cycle Machine
03.12.01 Page: 27
COOLING
21−50
COMPRESSOR/TURBINE OVERHEAT SW
The compressor discharge overheat switch and the turbine inlet overheat
switch monitor the pack for an overheat condition.
Location
There is a compressor discharge overheat switch and a turbine inlet overheat
switch in each of the air conditioning compartments. The compressor discharge
overheat switch is in the duct between the air cycle machine compressor sec-
tion and the secondary heat exchanger. The turbine inlet overheat switch is in
the duct from the secondary heat exchanger to the turbine section of the air
cycle machine.
The overheat switches have these parts:
− Electrical connector
− Switch housing
− Probe.
The overheat switches look similar. The compressor discharge overheat switch
closes at 390F/199C and the turbine inlet overheat switch closes at
210F/99C.
The electrical connection is through a hermetically sealed connector. The hous-
ing has external threads and hexagonal wrench flats for a boss mount.
03.12.01 Page: 28
COOLING
21−50
TURBINE INLET
OVERHEAT SWITCH
99C
COMPRESSOR DISCHARGE SECONDARY HEAT

OVERHEAT SWITCH EXCHANGER
199C
FWD
PROBE
PROBE
SWITCH
HOUSING
TURBINE
INLET
ACM
COMPRESSOR
FWD
Figure 14 Compressor Discharge/ Turbine Inlet Ovht Sw

03.12.01 Page: 29
COOLING
21−50
WATER SEPARATOR
Cold air leaving the air cycle machine passes through a muff to the water sepa- The water separator also has a bag condition indicator. As the bag becomes
rator. Moisture in the air at this reduced temperature begins to condense. The clogged, the pressure applied to the bag condition indicator piston is increased,
condensate is so finely atomized, however, that it follows along in the air forcing the disk on the piston shaft toward the red colored window section of
stream. The water separator is used to separate, collect and remove the ex- the indicator cap. When the disk is positioned within the red colored portion of
cess moisture from the air before it enters the distribution system. the cap, its indicates a dirty bag and the bag should be replaced.
Features WATER SPRAY INJECTOR

The water separator is a cylindrical chamber consisting of an inlet and outlet The water spray injector adds water into the ram air system. This increases the
shell assembly which houses a polyester coalescer, a conical−shaped metal efficiency of the heat exchangers.
coalescer support, a bypass valve assembly, and a valve support guide. A cou- The air from the turbine section of the ACM supplies airflow through the water
pling joins the inlet and outlet shell assemblies and secures the coalescer sup- spray nozzle. Water from the water separator flows perpendicular to the airflow
port. The outlet shell assembly contains a collection chamber, a baffle, a water at a venturi. This causes suction of water into the airstream. When the water
spray extractor boss, and an overboard water drain. A boss is provided for the and air mix, the force breaks the water into microscopic droplets (atomize). The
installation of the 2° C sensor. A bag condition indicator is also included which atomized mixture flows into the ram air duct upstream of the heat exchanger.
consists of a spring loaded piston and disk enclosed in a housing and a color The mixture increases the heat exchanger’s ability to remove heat.
coded cap.
Operation
The coalescer bag and its support are conically shaped with the small diameter
at the upstream end. The support fits inside the bag and has louvers shaped to
impart a whirling motion to air as it passes through. Air enters the separator
around the outside of the bag, passes through the bag, then through the lou-
vers. As the damp air passes through the bag, the bag is wetted and larger
droplets of water are formed. These droplets along with the air are caused to
whirl by the louvers of the support. As the air and moisture pass through the
separator the centrifugal force keeps the heavier moisture close to the inside of
the support unit it reaches the collection chamber. A cylindrical baffle approxi-
mately the diameter of the outlet duct extends inside the separator at the down-
stream end. The water and air whirling in a greater diameter than the baffle find
it necessary to make a double reverse turn in order to leave the separator. The
turning does not appreciably affect airflow but the water being much heavier
cannot make the turn and remains in the collection chamber. An overboard
drain mates to an outlet in the equipment bay door.
The bypass valve allows air to pass through the water separator to the distribu-
tion system without first passing through the coalescer bag. The valve opens
as a result of increased pressure differential should the coalescer bag become
clogged or frozen.
03.12.01 Page: 30
COOLING
21−50
AIR LINE
WATER LINE
SECONDARY HEAT
EXCH
%
FWD
WATER SPRAY INJECTOR
"
"

#"" "
!
!
"
" !
!
" %"
! ' %
'!! "
$$
!
!# " %" " "
%
%" ! " !

Figure 15 Water Separator
03.12.01 Page: 31
COOLING
21−50
2 C ANTI ICE CONTROL SYSTEM

A minimum temperature control system 2° C (35° F) prevents freezing of con-
densed moisture.
Features
When cooling requirements are high, the temperature of the air at it leaves the
air cycle machine may drops below the freezing point of water. The water sepa-
rator 2° C control system regulates air temperature into the separator to keep
moisture from freezing on the water separator coalescer bag.
The water separator 2° C control system consists of a
2° C control sensor,
2C controller,
2° C control valve.
The sensor is located on the right forward side of the water separator, the con-
trol is mounted to the outboard side of the equipment bay near the forward end
of the bay, and the valve is located forward of the air cycle machine in the air
cycle machine by−pass duct.
03.12.01 Page: 32
COOLING
21−50
POSITION
INDICATOR
ACTUATOR HOUSING
ELECTRICAL
CONNECTOR
VALVE
VALVE BODY
DISK
FW
D
WATER SEPARATOR
PROBE
BODY
ELECTRICAL
CONNECTION
Figure 16 2 C Anti Ice Valve and Sensor
03.12.01 Page: 33
COOLING
21−50
2° CONTROLLER BITE
The control unit has Built In Test Equipment (BITE). Instructions for testing are
on the side of the control box. The unit has a green light for “GO”, a red light for
“NO GO”, and a rotating−type test switch. A placard on the cover gives test
instructions. You must put the switch in the FLIGHT position after you do the
test. The switch is spring-loaded to the FLIGHT position. You enable the BITE
test when you move the selector switch to any of the other positions. The posi-
tions of the switch are for the followings tests:
Position Test
1 Amplifier Controller
Position 1 is a test of the dc power supplies. This test makes sure the basic
fault detection circuit of the BITE function operates.
2 Valve Opens
Position 2 test the open drive (heat) command for the low limit valve. You
can monitor the low limit valve as it moves to the open position.
3 Dead Band in Controller (1.1° −2.2° C)
Position 3 test the deadband. The controller makes sure that the valve will
not move when the deadband is simulated.
4 2° Valve Closes
Position 4 test the close drive (cold) command for the low limit valve. You
can monitor the low limit valve as it moves to the close position.
5 Temperature Sensor for Open and Short Circuits
Position 5 is a test of the sensor. This test makes sure the sensor does not
have an open or short.
03.12.01 Page: 34
COOLING
21−50
TEST INSTRUCTIONS
A. POSITION PACK SWITCH TO OFF.

B. ROTATE TEST SWITCH TO EACH TEST POSITION
AND WAIT FOR STEADY LIGHT INDICATION.
POS GO NO GO
N
1
VERIFY 35 VALVE
2 OPENS. IF NOT REPLACE REPLACE 35
VALVE. CONTROL
AND RESTART
TEST AT
3 POSN 1
VERIFY 35 VALVE
4 CLOSES. IF NOT REPLACE
VALVE.
BITE
INSTRUCTION REPLACE 35
ROTARY PLACARD 5 SENSOR
SELECTOR
VERIFY TEST SWITCH IS IN
AIR CONDITIONING PACK FLIGHT POSITION
INSTRUCTION PLACARD
GO INDICATOR
LIGHT (GREEN)
NO GO
INDICATOR
LIGHT (RED)
ELECTRICAL
CONNECTOR
Figure 17 2 C Anti Ice Controller

03.12.01 Page: 35
COOLING
21−50
2 C ANTI ICE CONTROL SYSTEM FUNCTIONAL

Keeping water separator temperature above freezing is accomplished by taking
hot air from upstream of the air cycle machine compressor and routing it back
into the system at the muff at the air cycle machine turbine discharge. The wa-
ter separator 2° C control system regulates the quantity of air being by−passed.
The low limit controller selector has six positions. The FLIGHT position is for
normal control. The other positions are for the BITE test.
The FLIGHT position enables the control and modulation circuits to operate the
valve to control the air temperature to 35F C1.7C).
The Low Limit controller uses 115v ac, single phase power for operation. It
reads the temperature sensor resistance as part of a bridge circuit. The control-
ler balances the bridge circuit by the adjustment of the water separator air tem-
perature.
The controller sends an open signal to the valve when the air temperature is
less than 34F (1.lC). It sends a close signal to the valve if the air temperature is
more than 36F (2.2C). The controller does not send a signal when the air tem-
perature is in the deadband range, 34F (1.1C) to 36F (2.2C).
03.12.01 Page: 36
COOLING
21−50
LOW LIMIT (35F)

TEMPERATURE SENSOR
LOW LIMIT (35F) CONTROLLER
LOW LIMIT (35F) VALVE
115 V AC
OPEN
XFR BUS 2
AIR CONDITIONING
TEMP CONTROL
35F − RIGHT −
+
P6 CB PANEL CLOSE
LOW LIMIT (35F) LOW LIMIT (35F) LOW LIMIT (35F)

TEMPERATURE SENSOR CONTROLLER VALVE
NOTE: RIGHT SYSTEM SHOWN.
LEFT SYSTEM EQUIVALENT
Figure 18 2 C Anti Ice Control

03.12.01 Page: 37
TEMPERATURE CONTROL
21−60
21−60 TEMPERATURE CONTROL

The electronic control system automatically controls pack output temperature in LEFT PACK RIGHT PACK
response to the temperature selector and sensed cabin temperature. control cabin temp. selector pass. cabin temp. selector
Controlling the cabin temperature is accomplished by controlling the proportion control cabin temp. sensor pass. cabin temp. sensor
of hot and cold air coming from each pack. When the air conditioning packs are
duct anticipator sensor duct anticipator sensor
operating, all temperature control and overheat protection circuits are activated.
An air mix valve, downstream of the pack valve, regulates cabin temperature 60C duct limit sensor 60C duct limit sensor
by allowing a controlled amount of hot air to by−pass the air cycle system. This
Cabin Temperature Sensor
air is recombined in proper proportions with cold air at the mix chamber. The
position of the mix valve depends on signal from the temperature control sys- The control and passenger cabin temperature sensor measured the actual ca-
tem. The pack switch must be in the AUTO or HIGH position to have electrical bin temperature. This temperature is delivery to the temperature controller. An
power to the temperature selector and temperature control system. in−line fan downstream of the sensor draws air from the cabin across the sen-
sor.
Temperature Selector
Duct Anticipator Sensor
The control and passenger cabin temperature selectors are identical unit
mounted on the forward overhead panel. The face dial is divided into an The duct anticipator sensor in the main distribution manifold prevent delivery of
AUTOMATIC and MANUAL range. The left temperature selector controls the excessively hot or cold air to the cabin. It also assists to prevent overshooting
control cabin temperature. The right temperature selector controls the tempera- and hunting of the temperature control system when a new temperature is se-
ture of the passenger cabin. lected.
The temperature selector has two modes: 60C Duct Limit Sensor
MANUAL The 60C duct limit sensor is only used in the auto mode. If 60C is sensed in
In the manual position, the selector provides direct control of the mix the limit circuit, the controller drives the mixing valve toward cold.
valve. In MANUAL, turning the knob clockwise to COOL causes one of the
cams to close a switch connected to the mix valve actuator motor, and ope- Overheat Protection Circuits
rate the valve to increase the proportion of cold air passing through the Overheat protection circuits protect the pack against duct overheat.
valve. Turning the knob counterclockwise to WARM causes the cam to Each pack has the following circuits:
close a switch connected to the mix valve actuator and operate the valve 90C SUPPLY DUCT mixing valve drives to FULL COOL.
to increase the proportion of warm air passing through the valve.
120C SUPPLY DUCT pack valve closes.

AUTO
In the automatic position, the temperature selector provides the selected Air Conditioning Accessory Unit
input signal to the temperature regulator for cabin temperature control. The air conditioning accessory unit include the pack valve closed relay, 90C
duct overheat relay and pack trip relay.
Temperature Controller
The purpose of the dual channel regulator is to control output of both packs in
response to the control cabin and passenger cabin selectors. It drives the mix
valves toward hot or cold to maintain an actual cabin temperature (sensed)
equal to desired (selected). The regulator receives the following signals:
04.12.01 Page: 38
Lufthansa Technical Training
TEMPERATURE CONTROL
21−60
CONT CABIN AIR TEMP PASS CABIN CABIN TEMP

SUPPLY PASS BULB
DUCT CABIN
AIR MIX AIR MIX

VALVE VALVE SUPPLY CABIN TEMP
DUCT TEMP
SENSOR
DUCT OVHT
60
40TEMP. WARM
80
DUCT 20 DUCT COOL
OVERHEAT OVERHEAT
100
AUTO AUTO
AUTO
MIX VALVE ACAU
COOL WARM COOL WARM POSITION
CTC
COOL WARM COOL WARM WARM AIR MIX
MANUAL MANUAL MANUAL COOL
OFF OFF VALVE
TEMPERATURE CONTROL PANEL
ANTICI− (88° C) PACK DISCH

PATOR DUCT OVHT SWITCH
SENSOR OVHT SW
(60° C) DUCT
DUCT TEMP
LIMIT BULB
SENSOR
PASSENGER CABIN DISTRIBUTION DUCT

NOTE: PASSENGER TEMPERATURE CONTROL SYSTEM SHOWN.

FLIGHT COMPARTMENT ALMOST THE SAME
AIR CONDITIONING PACK
Figure 19 Temperature Control System Schematic

TEMPERATURE CONTROL
21−60
TEMPERATURE SENSORS
Duct Limit Sensor Functional Description
The duct temperature limit sensor supplies a signal to the cabin temperature The duct temperature anticipator sensor is a variable−resistance type. As tem-
controller (CTC) when the DUCT temperature is 140F (60C). perature increases, the resistance of the sensor decreases.
The duct temperature anticipator sensor is part of a bridge circuit in the CTC. It
Location
reads the rate of change in the duct air temperature. The CTC uses this data to
The flight compartment duct temperature limit sensor is in the flight compart- adjust the air mix valve position.
ment distribution supply duct. The supply duct is in the EE compartment.
The passenger compartment duct temperature limit sensor is in the passenger Duct Overheat Switch
overhead distribution duct. The duct overheat switch 190F (88C) turns on the DUCT OVERHEAT light and
causes the air mix valve to close the hot side of the valve.
The duct sensor has a probe body and an electrical connector end. The sensor Location
is hermetically sealed in a metal housing. The flight compartment duct overheat switch is in the flight compartment dis-
tribution supply duct. The supply duct is in the EE compartment.
The passenger compartment duct overheat switch is in the passenger over-
The duct temperature limit sensor is a variable−resistance type. As tempera-
head distribution duct.
ture increases, the resistance of the sensor decreases.
The duct limit sensor is part of a bridge circuit in the CTC. The CTC sends a Physical Description
close signal to the air mix valve when the air temperature in the duct is 140F The duct overheat switch has a probe body, electrical connector, and flange. A
(60C) or more. bimetal element that is normally open is in the duct overheat switch.
Duct Anticipator Sensor
The duct temperature anticipator sensor supplies the cabin temperature con-
troller (CTC) with rate of temperature change (increase or decrease).
Location
The flight compartment duct temperature anticipator sensor is in the flight
compartment distribution supply duct. The supply duct is in the EE compart-

ment.
The passenger compartment duct temperature anticipator sensor is in the pas-
senger overhead distribution duct.
The duct temperature anticipator sensor has a probe body and an electrical
connector end. The sensor is hermetically sealed with two elements.
04.12.01 Page: 40
TEMPERATURE CONTROL
21−60
FWD
PASSENGER COMPARTMENT
OVERHEAD DISTRIBUTION DUCT
FWD
FLIGHT COMPARTMENT SUPPLY DUCT
(EE COMPARTMENT − LEFT SIDE WALL)
DUCT ANTICIPATOR SENSOR 60° DUCT LIMIT SENSOR 88° DUCT OVERHEAT SW
Figure 20 Temperature Control Sensors

04.12.01 Page: 41
TEMPERATURE CONTROL
21−60
TEMPERATURE CONTROL OPERATION

Operation Cabin temperature may be adjusted either by a manual or automatic duct overheat should control power be lost. At approximately 120C this
control system. Both systems utilize 115 volt ac current to adjust the mix switch closes to energize the pack overheat relay and complete a circuit to
valve so that air of the desired temperatue is directed into the airplane distribu- close the pack valve and illuminate the PACK TRIP OFF light. Return to nor-
tion system. Circuit breakers are provided for temperature control system cir- mal after a trip off requires pushing the PACK RESET switch after the condition
cuit protection. The PACK VALVE circuit breaker and the OVERHEAT circuit has been corrected.
breaker provide protection during both manual and automatic control operation,
the MANUAL TEMP CONT circuit breaker protects during manual operation,
and the LEFT and RIGHT AUTO TEMP CONT circuit breakers protect during
automatic control operation. When air conditioning switches are turned ON the
pack valves open and air from the pneumatic system is ducted through the mix
valves to the air cycle system and the mixing chamber. The mix valves adjust
to allow the proper proportion of cold air from the air cycle system and hot air
from the pneumatic system to enter the distribution system for a selected cabin
temperature. Manual control requires monitoring of the passenger cabin and
supply duct temperature indicator while adjusting the mix valve position to ob-
tain and hold the desired cabin temperature. With the air conditioning switches
ON, 115 volt ac current is provided to three switches in the cabin temperature
selector.
Manual Control
When the pack switch is in the AUTO or HIGH position, 115v ac goes to the
temperature selector. The selector is spring−loaded to the OFF position. When
you hold the selector to the WARM or COOL position, 115v ac goes through
the ACAU to the air mix valve.
If the selector knob is in the MANUAL OFF position all three switches are
open. Moving the knob to COOL closes one of the switches and the circuit is
completed to move the mix valve such that more air is passed through from the
air cycle system and less from the pneumatic system. Moving the knob to
WARM closes a different switch moving the valve in the opposite direction.
Only one of the switches in the selector can be closed at a particular time.
A 90C duct overheat thermal switch gives system protection to prevent adjust-
ment of the mix valve such that air entering the cabin becomes too hot. At ap-
proximately 90C the thermal switch closes, energizing the cabin duct overheat
relay. The energized relay completes a circuit to move the mix valve to the full
cold position. The thermal switch, when closed, also completes a circuit to illu-
minate the DUCT OVERHEAT light. After correcting the overheat condition the
system may be returned to normal. Another thermal switch protects against
04.12.01 Page: 42
TEMPERATURE CONTROL
21−60
115V AC
XFR BUS 1 OFF
SECT 2 WARM
OFF
A/C TEMP
CTRL − MAN COOL
AUTO
P6 CB PANEL CONTROL CABIN
L PACK TEMP SELECTOR
SWITCH
TEMP CONTROL PANEL (P5)
AIR COND/BLEED
AIR CONTROLS PANEL (P5)
NORMAL
OPEN
OPEN
CLOSE CLOSED
OVHT
CONTROL CABIN K6 CONTROL K7 PACK VALVE

CABIN DUCT CLOSED 1 RELAY
MIX VALVE
OVHT RLY
ACAU
NOTE: CONTROL CABIN SHOWN. PASSENGER

COMPARTMENT IS SIMILAR.
Figure 21 Temperature Control Manual Mode

04.12.01 Page: 43
TEMPERATURE CONTROL
21−60
Automatic Control
When the selector knob is moved to AUTO the third switch closes and a circuit
is completed to the temperature regulator. Setting the knob pointer for a parti-
cular cabin temperature adjusts a potentiometer fixed to the knob shaft. This
potentiometer serves as a reference resistance in the regulator temperature
control bridge. The cabin temperature sensor provides the resistance in the
other leg of the bridge. If cabin temperature is already the same as that asked
for by the selector, the controller will prevent any current passing on to the mix
valve. At a cabin temperature other than that selected the temperature sensor
will provide a resistance either higher or lower in the other leg of the control
bridge. As a result the controller will move the mix valve either toward hot or
cold, as required, to bring cabin temperature to the required air temperature to
slow down changes requested by the controller and prevent duct overheat.
The controller moves the mix valve so that cabin temperature changes without
sudden blasts of cold or hot air and without raising duct temperature above li-
mits. The same system overheat protection described under manual control is
in effect during automatic control.
Sensor Description
The duct limit sensor and duct anticipator are variable-resistance type. As tem-
perature increases, the resistance of the sensor decreases.
The duct limit sensor is part of a bridge circuit in the CTC. The CTC sends a
close signal to the air mix valve when the air temperature in the duct is at or
above 130F (60C).
The duct anticipator is part of a bridge circuit in the CTC. It reads the rate of
change in the duct air temperature. The CTC uses this data to adjust the air
mix valve position.
The duct overheat switch is a bimetal element. The contacts in the switch are
normally open. As temperature increases to the activation temperature, the
switch contacts close to complete a circuit. The duct overheat switch causes
the air mix valve to close when the air temperature is above 190F (90C). The
closed switch causes the DUCT OVHT light, on the P5-17 panel, to come on.

CAUTION: DO NOT USE AN OHMMETER FOR A CONTINUITY CHECK OF
THE TEMPERATURE SENSORS DURING THE TEST. THE
OHMMETER CAN DAMAGE THE THERMISTOR ELEMENTS OF
THE TEMPERATURE SENSORS BEYOND REPAIR.
04.12.01 Page: 44
TEMPERATURE CONTROL
21−60
LIMIT
SENSOR > (60° C) DET
BRIDGE
DUCT TEMPERATURE
LIMIT SENSOR COOL(−)
DUCT
TEMP
ANTIC > (0.5° C)
BRIDGE COO
DUCT TEMPERATURE MOD
L
ANTICIPATOR SENSOR PASS −
CABIN
TEMP
HEAT
BRIDGE MOD
CABIN TEMP
SENSOR +
PASS
WARM
CABIN
115V AC OFF TEMP
XFR BUS 2 COOL
BRIDGE
A/C TEMP POWER
CTRL AUTO−R
AUTO/ AUTO
HIGH CABIN TEMPERATURE CONTROLLER
P6 CB PANEL PASS TEMP SELECTOR
R PACK
SWITCH TEMP CONTROL PANEL (P5)
AIR COND/BLEED
AIR CONTROLS OPEN
PANEL (P5) OPEN
CLOSE CLOSED
OVHT
K2 R PACK VALVE
PASS CABIN K1 PASS CAB
DUCT OVHT CLOSED RELAY
AIR MIX VALVE
RELAY
NOTE: RIGHT SYSTEM SHOWN. LEFT ACAU

SYSTEM IS SIMILAR.
Figure 22 Temperature Control Auto

04.12.01 Page: 45
TEMPERATURE CONTROL
21−60
CABIN TEMPERATURE CONTROLLER

Control and passenger cabin automatic temperature regulation is obtained from
a single unit located in the electronic compartment. This unit contains all parts
of each regulation system which are not required to be mounted remotely. Se-
parate identical networks are enclosed for each cabin.
The regulator receives signal from the temperature selectors, cabin tempera-
ture sensors, and duct temperature sensors. It drives the mix valves toward hot
or cold to maintain an actual cabin temperature (sensed) equal to desired (se-
lected).
BITE
A built−in test circuit in the temperature controller provides a quick electrical
check of temperature control system components. A rotary test switch, two
sets of ”GO”, ”NO GO” lights and a test instruction decal are provided on the
face of the controller. When the temperature control system is not being tested
the switch must be returned to START position.
The following components can be tested:
Control box
Cabin sensor
Anticipator sensor
60C duct limit sensor
Temperature selector
21.09.00 Page: 46
TEMPERATURE CONTROL
21−60
TEST INSTRUCTIONS
TEST INSTRUCTIONS
GO GO
Position all ENGINE and APU
BLEED switches to OFF (Closed).
737 ONLY − ON P6 Panel open
air conditioning OVERHEAT circuit LEFT PACK RIGHT PACK
breaker.
TEMP
Position LEFT A/C PACK and RIGHT CONTROL
A/C PACK switches to AUTO or HIGH BOX
Operate TEMP SELECTORS in
NO GO NO GO
MANUAL and verify AIR MIX
Valves are functional. CABIN
START SENSOR
Seth both TEMP SELECTORS to
mid range of AUTO mode
Press and rotate TEST switch ANTICIPATOR
SENSOR
clockweise. At each position
wait for steady light indication. TEMP DUCT LIMIT
SELECTOR SENSOR
If NO−GO replace faulty unit.
RETURN TEST SWITCH TO
START POSITION
Figure 23 Cabin Temperature Controller

21.09.00 Page: 47
TEMPERATURE CONTROL
21−60
AIR CONDITIONING ACCESSORY UNIT

The air conditioning accessory unit (ACAU) is the interface of the airplane1s FMC.
operational logic and the air systems. The ACAU outputs signals to these components:
Location P5−10 panel
The ACAU is in the EE compartment on the E4−1 rack. P5−17 panel
Bleed air regulator
Interfaces
Eng start valve
The air conditioning accessory unit has an interface with these systems:
Pack flow control and shutoff valve
Flight controls (flaps not up switch)
Ram air inlet controller
Landing gear (air/ground)
Engine starting
Cabin temperature controller
Air conditioning
Air mix valves
Pneumatic/bleed air
Outflow valve
Flight management computer (FMC).
Recirculation fan
The ACAU receives signals from these airplane components:
EE cooling fans
Engine start valves
FMC.
Flap control unit
Air/Gnd relays Training Information Point
Pack flow control and shutoff valve You must do an adjustment/test after you remove the ACAU
(AMM Part 2, 21− 51).
Ram air actuator/controller
Pack overheat switch
Air mix valves
Cabin temperature controller
Engine bleed switch
Duct overheat switch

Pneumatic system valves
P5−10 panel
P5-17 panel
Pressurization outflow valve
Recirculation fan
Overboard exhaust valve
Pneumatic system ovht/overpress. switch
21.4.98 Page: 48
TEMPERATURE CONTROL
21−60
Figure 24 Air Conditioning Accessory Unit

21.4.98 Page: 49
TEMPERATURE CONTROL
21−60
CABIN TEMPERATURE SENSOR

The control cabin temperature sensor is located behind a screened opening in
the ceiling, approximately 4 inches left of center, at station 259. An in−line fan
downstream of the sensor draws air from the control cabin across the sensor.
The control cabin sensor fan is activated by switching the pack switch to
”AUTO” or ”HIGH”.
The passenger cabin temperature sensor is installed inside a duct located be-
low the stowage compartment. An in−line fan downstream of the sensor draws
air from the cabin across the sensor.

There is a filter located behind a screened opening. If this filter is clogged, the
temperature sensor regulates a lower cabin temperature. The lower tempera-
ture depends on the clog status of the filter.
21.4.98 Page: 50
TEMPERATURE CONTROL
21−60
PASSENGER CABIN SENSOR

TEMPERATURE TEMP. SENSOR
SENSOR FAN DUCT
TEMPERATURE
SENSOR
AIR FILTER
INLET GRILLE PASSENGER CABIN

TEMP. SENSOR FAN
STOWAGE BIN
STRUCTURE
PSU STRUCTURE
BULLNOSE COVER
SCREW
INBD
SENSOR
GRILL DUCT
PASSENGER BULLNOSE ATTACHMENT
SERVICE UNIT
Figure 25 Passenger and Control Cabin Sensors

21.4.98 Page: 51
TEMPERATURE CONTROL
21−60
CABIN TEMP. SENSOR FAN

The flight compartment temperature sensor fan comes on when 115v ac is
available and the left pack switch is in AUTO or HIGH.
The passenger compartment temperature sensor fan comes on when 115v ac
is available.
21.4.98 Page: 52
TEMPERATURE CONTROL
21−60
115V AC TEMPERATURE
OFF
XFR BUS 1 SENSOR FAN
A/C TEMP
CTRL AUTO−L
AUTO
P6 CB PANEL
L PACK
SWITCH
AIR COND/BLEED
TEMPERATURE
SENSOR
FLIGHT COMPARTMENT
TEMPERATURE SENSOR ASSEMBLY
TEMPERATURE
SENSOR FAN
115V AC OFF
XFR BUS 2
A/C TEMP
CTRL AUTO−R
AUTO
P6 CB PANEL
R PACK CABIN TEMP
SWITCH BULB
CABIN TEMP
AIR COND/BLEED SENSOR
PASSENGER COMPARTMENT
TEMPERATURE SENSOR ASSEMBLY
Figure 26 Passenger and Control Cabin Sensor Fan

TEMPERATURE CONTROL
21−60
Mixing Valve Funktion Check:
MIXING VALVE
The mix valve controls pack output temperature by directing airflow through the TEST INSTRUCTIONS
cooling pack or around the cooling pack to the mix chamber. The hot and cold
Position all ENGINE and APU
air mixed proportionally to satisfy cabin temperature requirements.
BLEED switches to OFF (Closed).
The mix valve consists of two butterfly valves operated by the same actuator 737 ONLY − ON P6 Panel open
through a common shaft. The 115 volt ac actuator mounts on a flange of the air conditioning OVERHEAT cir−
hot valve to drive the common shaft. When the hot valve butterfly is full open cuit breaker.
Position LEFT A/C PACK and
the cold valve is full closed and vice versa. As the hot valve moves toward RIGHT A/C PACK switches ON.
close, the cold valve moves proportionally toward open. A position potentiome- Operate TEMP SELECTORS in
ter is connected to the opposite end of the shaft from the actuator to permit MANUAL and verify AIR MIX
monitoring the valve position from the control cabin. A visual indicator is also Valves are functional. 1
TEMP. CONTR.
located at the actuator between the potentiometer and the cold valve body. E1−1
Limit switches in the actuator housing interrupt current to the actuator monitor
1 Move Temperature Selector to Manual WARM, then Manual COOL,
at either extremity of travel. The mix valve is located in the air conditioning
and check that Mix Valve Position Indicator Pointer moves to FULL
equipment bay inboard of the heat exchangers. HOT, then to FULL COLD.
If the pack valve is closed, the mixing valve drives to the ”FULL COOL” posi-
tion.
21.09.00 Page: 54
TEMPERATURE CONTROL
21−60
VALVE POSITION
COLD
HOT
TRANSMITTER VISUAL POSITION
INDICATOR VALVE
POSITION
INDICATOR
COLD VALVE
HOT VALVE
TO
AIR CYCLE
MACHINE
TO VISUAL POSITION
MIXING INDICATOR
CHAMBER
VALVE ACTUATOR
Figure 27 Mixing Valve

21.09.00 Page: 55
ZONE TEMP. CONTROL
21−60
AIR MIX VALVE POSITION INDICATOR

The air mix valve position indicator shows the amount of opening of the hot and
cold valve ports.
Location
The position indicator is in the cabin temperature controls (P5—l7) module.-
There is one indicator for each of these systems:
CONT CABIN (left air conditioning system)
PASS CABIN (right air conditioning system)
The position indicator has these parts:
Electrical connection
Cylindrical housing
Dial display
Needle indicator.
The dial display has a graduated scale that scans a 110 degree area. The
scale has no units.
The air mix valve position indicator receives 28v dc,when bus 2 has power. It
shows air mix valve position if the pack system is on or off.
The indicator needle moves as a function of current from the mix valve position
transmitter. The transmitter sends a current in proportion to the mix valve posi-
tion. The current makes a magnetic field that moves the needle.
The needle is at the COLD position when the air mix valve opens the cold valve
port. It moves to the HOT position as the hot valve port opens. The needle
shows in the center when both valves are open equally.

The COLD and HOT labels are part of the panel, not the indicator.
A ring clamp on the outside diameter holds the air mix valve position indicator
in position.
04.12.01 Page: 56
ZONE TEMP. CONTROL
21−60

SUPPLY PASS
DUCT CABIN
AIR MIX AIR MIX
VALVE VALVE
60
40TEMP.
80
DUCT 20 DUCT
OVERHEAT OVERHEAT
100
AUTO AUTO
NEEDLE
INDICATOR
COOL WARM COOL WARM
COOL WARM COOL WARM

MANUAL MANUAL DIAL
OFF OFF
DISPLAY
HOT
28V DC COLD
BUS 2
AIR CONDITIONING
MIX VALVE POS IND
P6 CB PANEL
AIR MIX VALVE
PASS CABIN R2
AIR MIX VLV POS
INDICATOR
NOTE: PASSENGER COMPARTMENT
SHOWN. FLIGHT COMPARTMENT TEMPERATURE CONTROL PANEL (P5)
SIMILAR.
Figure 28 Mix Valve Position Ind.

04.12.01 Page: 57
ZONE TEMP. CONTROL
21−60
CABIN TEMP. MOD. PRINTED CIRCUIT ASSEMBLY

The cabin temperature module printed circuit assembly makes sure the power
is stable for the indicators inthe cabin temperature module.
Location
The cabin temperature module printed circuit assembly is in the cabin tempera-
ture module. You remove the cabin temperature module to get access to the
printed circuit assembly.
The printed circuit assembly is a circuit card. There are electrical contacts on
the printed circuit assembly that attaches to the temperature control module
connector.
The printed circuit assembly receives 28v dc. The circuit makes sure the volt-
age and current for the airmix valve position indicator and transmitter are
stable.
04.12.01 Page: 58
ZONE TEMP. CONTROL
21−60
!! !
"
"
"
""!

" "# "

" #" !!'

Figure 29 Cabin Temp. Mod.

04.12.01 Page: 59
TEMPERATURE CONTROL
21−60
TEMPERATURE INDICATING
The temperature indicating system permits monitoring passenger cabin tem-
peratures and passenger supply air temperature from the control cabin.
Features
The temperature indicating system includes a temperature indicator, an AIR
TEMP selector, and two temperature bulbs. When power is supplied to the 28
volt dc bus 1 and the TEMPERATURE INDICATION circuit breaker is closed,
the selected temperature will be indicated.
Temperature Bulbs
Each temperature bulb contains an element whose resistance varies with
changing temperature. A bulb is installed in the supply duct and with the pas-
senger cabin temperature sensor below the stowage compartment in the for-
ward cabin. An in−line fan downstream of the bulb, draws air from the cabin
across the bulb.
Operation
Passenger cabin air supply and passenger cabin temperatures may be moni-
tored by the temperature indicator on the forward overhead panel. The temper-
ature is indicated according to the position of the AIR TEMP selector.
The AIR TEMP selector switch permits switching between supply duct and pas-
senger cabin temperature indication.
04.12.01 Page: 60
TEMPERATURE CONTROL
21−60
SUPPLY PASS
AIR MIX DUCT CABIN AIR MIX
VALVE VALVE
60
40 TEMP.
80
DUC A DUC A
20
T
OVERHEAT 100 T
OVERHEAT
C
AUT AUT
O O
COO WAR COO WAR

L M L M
COO WAR COO WAR
L OFF M L OFF M
MANUA MANUA
L L
TEMPERATURE CONTROLS PANEL (P5) TEMPERATURE INDICATOR
AIR TEMP
SUPPLY PASS
DUCT CABIN
60
28V DC 40TEM
80 PASSENGER
BUS 2 20 P.
100 SUPPLY DUCT

AIR CONDITIONING TEMP BULB
TEMP IND C
P6 CB PANEL
TEMPERATURE INDICATOR AIR TEMP

SELECT SWITCH PASSENGER
CABIN TEMP
CABIN TEMPERATURE CONTROL PANEL (P5) BULB
Figure 30 Temperature Indicating System

04.12.01 Page: 61
DISTRIBUTION
21−20
21-20 DISTRIBUTION
The A/C distribution system supplies conditioned air to the passenger and flight
compartments.
The main air distribution system gets air from these sources:
Air conditioning packs
Ground conditioned air
Recirculation system.
The main distribution manifold collects and mixes air from any combination of
the sources.
Flight Compartment Distribution
The flight compartment gets conditioned air from the left pack and the main
distribution manifold. A duct on the left side of the airplane transmits the air.
The flight compartment has supply ducts and outlets to control the airflow at
each station.
Passenger Compartment Distribution

The passenger conditioned air distribution gets air from the main distribution
manifold. The air goes through riser ducts and up sidewalls to an overhead dis-
tribution duct. Outlets along the sidewalls and the center of the ceiling divide
the air for symmetrical supply.
Recirculation System
The recirculation system uses a fan to move air from the passenger compart-
ment to the main distribution manifold. This system reduces the amount of air
that the packs need to supply.
Ventilation
The ventilation system uses differential pressure to pull air out of the airplane.
The air moves through overboard vents from the cabin galley and the lavatory
areas.
Equipment Cooling System

The equipment cooling system removes heat from the equipment in the main
equipment center and the flight compartment.
04.12.01 Page: 62
DISTRIBUTION
21−20
VENTILATION
SYSTEM
PASSENGER CABIN
CONDITIONED AIR
DISTRIBUTION
FLIGHT COMPARTMENT
CONDITIONED AIR
DISTRIBUTION
AIR CONDITIONING PACKS
MAIN AIR DISTRIBUTION

− MIX MANIFOLD
− GROUND CONDITIONED AIR CONNECTION
EQUIPMENT
COOLING RECIRCULATION
SYSTEM SYSTEM
Figure 31 Distribution General

04.12.01 Page: 63
DISTRIBUTION
21−20
OVERHEAD DISTRIBUTION DUCT

The overhead distribution duct divides the supply of conditioned air to outlets
along the center and sidewalls of the passenger cabin for a symmetrical bal-
ance of airflow.
Location
The overhead distribution duct is in the center ceiling area of the passenger
compartment.
The overhead distribution duct is a cylindrical composite tube. There are outlets
along its length that attach to riser ducts and flexible sidewall ducts. The fit-
tings, in the area where the sidewall riser ducts attach, permit the attachment
of temperature sensors.

You get access to the overhead distribution duct through the ceiling panels in
the passenger cabin. Mounting screws attach the diffuser outlet assembly to
the overhead distribution duct. Duct brackets attach the overhead distribution
duct to the ceiling supports. Flexible ducts connect the overhead distribution
duct to the sidewall outlets and the sidewall riser ducts.
04.12.01 Page: 64
DISTRIBUTION
21−20
FLEXIBLE DUCT
CONNECTIONS
(TYP)
SIDEWALL
RISER DUCTS
PASSENGER CABIN CEILING
TEMPERATURE
SENSOR FITTINGS
SIDEWALL (REF)
RISER DUCT
CONNECTIONS PASSENGER OVERHEAD
DUCT DISTRIBUTION DUCTS
BRACKETS
(TYP)
DUCT
BRACKETS
SIDEWALL CEILING
OVERHEAD DISTRIBUTION DUCT OUTLETS
PANEL DIFFUSER
(TOP VIEW) (TYP) (REF) OUTLET ASSEMBLY
OVERHEAD DISTRIBUTION DUCT INSTALLATION
Figure 32 Pass. Cabin Overhead Distr.

04.12.01 Page: 65
DISTRIBUTION
21−20
GALLEY VENTILATION
The galley ventilation muffler decreases noise levels as air flows out of the gal-
leys.
General
The ventilation system uses differential pressure, cabin—to—ambient, to re-
move air by suction. The system uses these components to take air out of the
galley:
Galley vent inlet
Flexible ducts
Galley ventilation muffler
Exhaust nozzle.
The flexible ducts connect the vent inlet opening in the galley ceiling to an ex-
haust nozzle in the airplane skin. The galley ventilation muffler reduces the
noise of air being released from the pressurized cabin.
Location
The galley ventilation muffler is in the ceiling area above the galley.
Air velocity through the galley ventilation muffler will increase if the muffler shell
has contamination or cracks. This may cause noise levels to increase.
22.9.97 Page: 66
DISTRIBUTION
21−20
GALLEY CEILING
PANEL
GALLEY
VENTILATION
MUFFLER
FLEXIBLE
GALLEY
DUCT
INLET
OPENING
EXHAUST NOZZLE
(VENT TO AMBIENT)
Figure 33 Galley Ventilation

22.9.97 Page: 67
DISTRIBUTION
21−20
MAIN DISTRIBUTION MANIFOLD

The distribution manifold receives conditioned air from both packs, filtered re-
circulated air from the recirculation fan, or an external conditioned air source
routes it through two risers to the passenger cabin overhead distribution sys-
tem.
The control cabin air is supplied from the left pack output duct upstream of the
mixing and distribution manifold. Sensors in this duct provide overheat protec-
tion, indication, and control reference for the left pack.
Ground Service Connection
A ground service connection is provided to allow use of a ground service cart
for conditioned air to the cabin when airplane air conditioning is off. A check
valve in the duct prevents loss of air when airplane air conditioning is on. The
connection is a short duct section which is fastened to the pressure skin and
the duct and check valve assembly at its upper flange and has two slotted ho-
les in its lower flange to match fasteners on the ground service cart. An ac-
cess door must be opened to make the connection. A swing check valve in the
duct and check valve assembly opens with pressure from the ground service
cart and closes when air is being supplied from the airplane air conditioning
system.
Recirculation Fan
A recirculation system is installed to provide ventilation while minimizing bleed
air requirements. An electrically blower draws cabin air through filters and dis-
charges into the mixing and distribution manifold. The system recirculates
approximately 23,5 m3/min (830 cubic feed /min).
The recirculation fan is energized if:
Recirculation fan switch in AUTO and
− one or both pack valves ”CLOSED”,

− or both packs operating in LOW FLOW mode (55 lbs/min).
21.4.98 Page: 68
DISTRIBUTION
21−20
TO PASSENGER
CABIN OVERHEAD
DISTRIBUTION DUCT
CONDENSATE
DRAIN FROM
PLENUM
DUCT AND CHECK

EXTERNAL ACCESS PANEL VALVE ASSEMBLY
PRESSURE
SKIN
FROM FORWARD
CARGO COMPARTMENT SWING
CHECK VALVE
AIR COLLECTOR

DRAIN
RECIRCULATION FAN
HOLE
AIR FILTERS

TO PASSENGER CABIN
RECIRCULATION FAN TO CONTROL CABIN

PASSENGER CABIN
RECIRCULATION
FAN CHECK VALVE HOT AIR
(LEFT PACK TYP)
COLD AIR
MIXING CHAMBER (LEFT PACK TYP)
CHECK VALVE
GROUND SERVICE (LEFT PACK TYP)
CONNECTION
HOT AIR BLEED TO MIX MUFF
CONTROL CABIN (LEFT SIDE ONLY)
Figure 34 Main Distribution Manifold

21.4.98 Page: 69
DISTRIBUTION
21−20
RECIRCULATION FAN FUNCT. DESCR.

Power for the recirculation fan is 115v ac from main bus 2. The control power
comes from DC bus 2. The circuit breakers are on the P6 panel.
The R331 relay enables power to the fan when control authority is in the cor-
rect sequence.
Control authority of the fan has two levels. The highest level of authority are
these switches:
RECIRC FAN switch (P5 panel)
Recirculation fan overheat switches (in the fan field coils).
To enable the second level of authority, the RECIRC FAN switch is in the
AUTO position and the fan temperature is normal.
The second level of authority is the relay logic in the air conditioning accessory
unit (ACAU). This logic looks at pack flow conditions. If one (L or R) of the pack
valve closed relay is energized, the recirculation fan operates to increase cabin
ventilation. If both (L and R) of the pack valves have their normal relays ener-
gized, the recirculation fan operates.
The recirc fan switch bypass relay is normally energized when there is battery
bus power. This relay removes power from the bypass circuit for the recircula-
tion fan.
The air conditioning overboard exhaust valve reconfig cont circuit breaker is for
unpressurized dispatch. If the circuit breaker is open, the bypass circuit en-
ables the recirculation fan to operate if the smoke control relay energizes.
04.12.01 Page: 70
DISTRIBUTION
21−20
115V AC
MAIN
BUS 2
AIR CONDITIONING
RECIRC FAN CABIN
AIR
28V DC
BUS 2
AIR CONDITIONING
RECIRC FAN CONT
CABIN AIR
28V DC R331 CABIN RECIRC FAN
BAT BUS 2 AIR RECIRC
FAN RELAY (P6)
AIR CONDITIONING NORMAL
OVERBOARD EXHAUST BYPASS
VALVE CONT
OPEN OFF/HIGH
SMOKE
AIR CONDITIONING
OVERBOARD EXHAUST NORMAL R648 SMOKE
VALVE RECONFIG CONT CONTROL
RELAY (J24) CLOSED AUTO
R644 RECIRC
P6 CB PANEL FAN SWITCH K7 L PACK
BYPASS RELAY K13 L PACK
(J24) VALVE CLOSED VALVE NORMAL
RELAY RELAY
OFF
OPEN OFF/HIGH
AUTO
CLOSED AUTO
RECIRC FAN
SWITCH K2 R PACK K14 R PACK
VALVE CLOSED VALVE NORMAL
RELAY RELAY
AIR CONDITIONING
PANEL (P5)
AIR CONDITIONING ACCESSORY UNIT
Figure 35 Recirculation System Schematic

04.12.01 Page: 71
DISTRIBUTION
21−20
FLIGHT COMP. C0ND. AIR DISTRIBUTION

The left air conditioning pack supplies the conditioned air for the flight compart- To get access to the valves you must remove the respective display unit (cap-
ment. The air flows through ducts that go forward along the left side of the air- tain’s or first officer’s)
plane. The flight compartment distribution uses different ducts than the passen-
ger compartment distribution. Physical Description
The flight compartment receives conditioned air from the right pack if the left There are two segmented disks inside the windshield and foot air outlet valve
pack is not operational. housing. The disk position controls airflow from the valve. The segmented disk
connects to the air outlet valve control cable to change the disk position.
The flight compartment distribution lets the flight crew select a different air tem-
perature than the other areas of the airplane. The air quality is better because it Operation
comes from the left pack and is not mixed with recirculated air.
The captain’s and first officer’s windshield and foot air outlet valves have
Flight Compartment Distribution manual control. The controls are on the lower portion of the P1 and P3 panels.
The controls are WINDSHIELD AIR and FOOT AIR. They attach to push-pull
The flight compartment has these captain’s and first officer’s diffusers and out-
control cables. The control cables turn the segmented disks inside the valves.
lets:
You pull the knob to open the valve.
Overhead outlets and gasper
Underseat diffusers
Foot air diffusers (2)
Windshield air diffusers (2)
Individual panel gaspers (2)
Sidewall outlets (shoulder warmers).
You can adjust the overhead outlets airflow direction with a moveable baffle.
Airflow cannot be shut off.
The air distribution supply ducts in the flight compartment include metering ori-
fices and mufflers. The metering orifices control flow. The mufflers decrease air
noise.
Windshield Air/Foot Outlet Valve

The windshield and foot air outlet valves control airflow to the captain’s and first
officer’s windshield outlets and foot outlets.
Location
The windshield outlets are forward of the captain’ s and first officer’s glare-
shield. They supply airflow up and along the windshield plane. The windshield
and foot air outlet valves are forward of the rudder pedals. The foot air outlets
are inside the captain’s and first officer‘s rudder pedal housings.
21.4.98 Page: 72
DISTRIBUTION
21−20
LEFT AIR
CONDITIONING
PACK
OVERHEAD
OBSERVER
OUTLETS
INDIVIDUAL
AIR OUTLETS
FLIGHT COMPARTMENT
CONDITIONED AIR
SUPPLY DUCT
WINDSHIELD
OUTLETS SIDEWALL
OUTLET
"
%! "
"
FIRST OFFICER
WINDSHIELD AIR/
FOOT OUTLET VALVE
" %!
#!
" #
#!
METERING
ORIFICES
CAPTAIN
WINDSHIELD AIR/ UNDERSEAT
CAPTAIN DIFFUSER
FOOT OUTLET VALVE
INDIVIDUAL
GASPER
"
Figure 36 Flight Compartment Airflow

21.4.98 Page: 73
DISTRIBUTION
21−20
PASS. CABIN C0ND. AIR DISTRIBUTION

The passenger cabin conditioned air distribution system divides the flow of Supplemental Heating
conditioned air to the passenger cabin. In the passenger compartment, door area heaters supply more heat around the
The passenger cabin conditioned air distribution system uses these compo- two main entry doors.
nents:
Sidewall riser ducts
Overhead distribution ducts
Flexible hoses
Diffuser outlets.
Conditioned air from the main distribution manifold flows through sidewall riser
ducts. The ducts follow the airplane contour along the right and left fuselage.
The riser ducts supply the overhead distribution duct. This duct goes longitudi-
nally along the top center of the passenger cabin.
Conditioned air flows through the overhead distribution duct to the center and
sidewall diffusers. It supplies the main passenger areas, the galleys, and the
lavatories. The passenger cabin exhaust air flows through floor grilles.
Heating System
The heating system supplies warm air to areas to prevent freezing or to in-
crease temperature for comfort.
These are the parts of the heating system:
Forward cargo compartment heating
Aft cargo compartment heating
Supplemental heating.
Cargo Compartments
The cargo compartments receive heat from equipment cooling exhaust and
passenger compartment air. Warm equipment cooling exhaust air flows under
the forward cargo compartment floor and along the sidewalls. The air mixes
with passenger compartment air in the main distribution manifold.
The aft cargo compartment air comes from the passenger compartment
through the foot level grilles. The air goes into the sidewall area around and
under the aft cargo compartment through the outflow valve.
The warm air on all sides of the cargo compartments is an insulator. It prevents
the transfer of heat through the skin by conduction.
21.4.98 Page: 74
DISTRIBUTION
21−20
DIFFUSER
OUTLETS (TYP)
OUTFLOW
VALVE
AFT CARGO
FWD CARGO COMPARTMENT
COMPARTMENT
OVERHEAD DISTRIBUTION
MANIFOLD
DIFFUSER DIFFUSER
OUTLET OUTLET
CARPET
RISER
PANEL
OUTFLOW VALVE (OPEN)
DIFFUSER, OVERHEAD OUTLETS AND FWD DIFFUSER, OVERHEAD OUTLETS AND AFT
CARGO COMPARTMENT AIRFLOW CARGO COMPARTMENT AIRFLOW 101020
Figure 37 Passenger Cabin Airflow

21.4.98 Page: 75
SUPPLEMENTAL HEATING
21−45
DOOR AREA HEATER

The door area heaters supply added heat to prevent cold zones around the
doors.
Location
The forward door area heater is on the left outboard side of the nose wheel
well. Remove the aft left access panel from inside the nose wheel well to get
access to the heater.
The aft door area heater is in the center ceiling area in the aft passenger
compartment.
The overwing escape door heaters are behind the lining, close out panel, and
the door trim.
The overwing emergency escape hatch door heaters are surface electric
heater.
The door area heaters are electrical heat elements in a cylindrical housing.
There is an electrical connector on the housing. Flexible hoses connect condi-
tioned air distribution supply ducts to the door area heaters. A flexible hose
connects the outlet side of the heater to a fitting at the base of the door.
The forward door heater uses conditioned air from the flight compartment dis-
tribution supply.
The aft door heater uses conditioned air from the aft passenger compartment
distribution supply ducts.
21.09.00 Page: 76
21−45
AFT PASSENGER
DISTRIBUTION SUPPLY DUCT
DOOR AREA HEATER
AFT DOOR
AREA HEATER
FLIGHT COMPARTMENT
DISTRIBUTION SUPPLY DUCT
FORWARD DOOR
AREA HEATER
FWD
LEFT AFT NOSEWHEEL

ACCESS PANEL AFT CENTER CEILING ACCESS
NOSE WHEEL WELL ACCESS
Figure 38 Door Area Heater

21.09.00 Page: 77
21−45
DOOR AREA HEATING — FUNCT. DESCR.

The air conditioning system controls operation of the door area heaters.
The logic for the door area heaters comes from the air/ground system and air
conditioning pack valve operation.
The door area heater power relay (R560) controls power to the heaters. When
the airplane is in the air and one of the pack flow control and shutoff valves is
open, the relay energizes. When the relay energizes, 115v ac power from main
bus 1 goes to the heaters.
The door area heaters use phase-to-phase power . Power goes through two
heat elements per unit. Each heat element uses 325 watts. There are internal
temperature control components that keep the temperature to a limit. The over-
heat switch opens at a temperature of 230F (110C) and closes at 200F
(93C). The thermal fuse opens at a temperature of 300F (148C).
The overwing exit doors are heated with heaters behind the lining, door trim,
and close out panels
10.11.98 Page: 78
21−45
OTHER
HEAT OFF ESCAPE DOOR NC
115V AC A HEATERS
MAIN
BUS 1 B
FWD DOOR
OVERTEMP THERMAL FUSE
AREA HEATER
OTHER CLOSE OUT 230F(110° C) 300F(148° C)
PANEL HEATERS 200F(93° C)
M1708 FWD DOOR AREA
HEATER
115V AC A
MAIN
BUS 1 B
AFT DOOR
AREA HEATER
HEAT ON
R560 DOOR OVERTEMP THERMAL FUSE

AREA HEATER 230F(110° C) 300F(148° C)
POWER RELAY 200F(93° C)
M1681 AFT DOOR AREA

P91 POWER DISTRIBUTION PANEL HEATER
OPEN
GND
CLOSED
28V DC
BUS 1
AIR CONDITIONING LEFT FLOW CONTROL
AND SHUTOFF VALVE
DOOR AREA HEAT
AIR L CLOSE OUT

CONTROL PANEL HEATER (TYP)
R593 SYS 1 OPEN

P18 CB PANEL AIR/GND RELAY
(J22)
CLOSED
RIGHT FLOW CONTROL L OVRWNG DOOR

AND SHUTOFF VALVE LINING, TRIM HEATER (TYP)
Figure 39 Door Area Heating System Schem.

10.11.98 Page: 79
EQUIPMENT COOLING
21-27
EQUIPMENT COOLING SYSTEM

The equipment cooling system uses these two systems to remove heat from Equipment Cooling Supply Switch
equipment: NORMAL
Supply system (pushes air) − The normal cooling supply fan is activated.
Exhaust system (pulls air). ALTERNATE
The supply system and the exhaust system use fans to move air. Each system − The alternate cooling supply fan is activated.
has a primary fan and an alternate fan.
The equipment that is not cooled by the equipment cooling system stays cool Equipment Cooling Supply OFF Light
by convection. Indicates no airflow from the selected cooling supply fan.
The supply and exhaust fans move air through ducts and manifolds. The ducts
and manifolds connect to shrouds around the electronic and electrical equip-
ment. Low flow sensors monitor the ducts for cooling flow conditions.
Supply
The supply fans push air to these components:
P1, P2, P3 (display units)
P9 panel (FMC control display units)
Equipment racks in the EE compartment.
Exhaust
The exhaust fans pull air from these components:
P1, P2, P3 (display units)
P9 (FMC control display units)
P6 (circuit breaker panel)
P5 (control and indication)
P8 (center aisle stand)
Equipment racks in the EE compartment.

The overboard exhaust valve lets exhaust air go overboard when the airplane
is on the ground. The exhaust air supplements heating in the forward cargo
compartment in flight.
22.4.98 Page: 80
EQUIPMENT COOLING
21-27
EQUIP COOLING
SUPPLY EXHAUST MASTER FIRE
CAUTION WARN
NORMAL
GND
ANTI−ICE ENG
AIR
OVERHEAD
ALTERNATE
DOORS AIR COND CREW CALL
OFF OFF HORN (NWW)
RIGHT MASTER CAUTION
AND ANNUNCATOR LIGHTS
SUPPLY FANS
CHECK VALVES
P5 PANEL
LOW FLOW AIR FILTER EXHAUST FANS

SENSOR CHECK VALVES
P6 PANEL
ADIRU (E5)
OVERBOARD
EXHAUST
VALVE
P8
CENTER AISLE
STAND
P9 EQUIPMENT RACKS
FMC CONTROL
DISPLAY UNITS
P1, P2, P3
DISPLAY UNITS FLIGHT COMPARTMENT EE COMPARTMENT
Figure 40 Equipment Cooling General

22.4.98 Page: 81
EQUIPMENT COOLING
21-27
COMPONENT LOCATIONS
The equipment cooling system is divided into two parts:
Supply
Exhaust.
Supply
The right sidewall section of the EE compartment contains these components:
Normal and alternate supply fans
Check valves
Air filter.
The supply duct extends forward along the right sidewall. It divides to supply
the equipment racks in the EE compartment and the panels in the flight
compartment. The supply low flow sensor is in the duct forward of the nose
wheel well. You get access through the forward equipment compartment ac-
cess door.
Exhaust
The aft lower section of the EE compartment contains these components:
Normal and alternate exhaust fans
Check valves
Overboard exhaust valve.
The overboard exhaust valve is under the floor structure at the center aft area
of the EE compartment.
The exhaust low flow sensor is forward of the nose wheel well. You get access
through the forward equipment compartment access door.
22.4.98 Page: 82
EQUIPMENT COOLING
21-27
SUPPLY AND EXHAUST

DUCTS TO FLIGHT
COMPARTMENT (REF)
SUPPLY FANS/
CHECK VALVES
FORWARD
AIR FILTER
EQUIPMENT
COMPARTMENT
LOW FLOW SENSORS

− SUPPLY SYSTEM
− EXHAUST SYSTEM
FORWARD EQUIPMENT
ACCESS DOOR (REF)
NOSE WHEEL
WELL (REF)
EE COMPARTMENT
EE RACK COOLING
SUPPLY AND EXHAUST
DUCTS (TYP) EXHAUST FANS/

CHECK VALVES
OVERBOARD
EXHAUST VALVE
EQUIPMENT
COOLING
EXHAUST TO
FORWARD CARGO
Figure 41 Equip. Cooling Components

22.4.98 Page: 83
EQUIPMENT COOLING
21-27
SUPPLY AND EXHAUST FANS

The supply and exhaust fans move air around electrical equipment to remove
heat.
General Description
There are two sets of fans (normal and alternate) for the supply and the ex-
haust systems. One fan per system operates at a time.
Location
The supply fans and check valves are in the EE compartment. They are behind
the right bulkhead access panel of the forward cargo compartment.The ex-
haust fans and check valves are in the aft lower section of the EE compart-
ment. You get access to the exhaust fans through the raised access panel aft
of the equipment access door.
The normal and alternate cooling fans are single stage vaneaxial fans intergra-
ting the motor into the fan. The rotating impeller pushes air over the motor hou-
sing and through de−swirl vanes before exiting the fan. Three miniature ther-
mostats (204C) serve as thermal protective devices for the fan.
The supply and exhaust fans install with v-band clamps. Arrows show the
proper flow direction. The supply and exhaust fans are interchangeable.
Check Valves
A two section swing check valve, spring loaded closed, is located down stream
of each fan to prevent back flow of air through the fan that is not operating.
22.09.00 Page: 84
EQUIPMENT COOLING
21-27
SUPPLY FAN/
CHECK VALVE
EXHAUST FAN/
CHECK VALVE
SUPPLY FANS/CHECK VALVES

FWD
OXYGEN BOTTLE
RAISED PLATFORM
SUPPORT
FWD EXHAUST FANS/CHECK VALVES
Figure 42 Supply and Exhaust Fan General

22.09.00 Page: 85
EQUIPMENT COOLING
21-27
AIR FILTER
The equipment cooling air filter removes small particles of dirt from the air be-
fore it enters the EE cooling system. This prevents contamination of the electri-
cal and the electronic equipment.
The air filter is upstream of the supply fans.
The air filter is a cartridge type filter inside the air filter housing.
A clogged air filter will cause low flow through the equipment cooling supply
system. The air filter will require replacement on a regular maintenance sched-
ule. Release the quick release tabs on the air filter housing cover to get access
to the filters.
Low Flow Sensors

The low flow sensors monitor air flow for the equipment cooling system. When
airflow cooling quality through the equipment is not sufficient, the sensor sup-
plies an indication.
Location
The low flow sensors are in the forward equipment compartment. They are in
the supply and exhaust ducts of the equipment cooling system. Access to the
sensors is through the forward equipment compartment access door.
The low flow sensors are a hot wire anemometer type. The low flow sensor
monitors the airflow and temperature of the equipment cooling air. The sensor
sends an alarm signal when the equipment cooling airflow is not within limits.
The low flow sensors have an internal BIT. At power−up, the low flow sensors
and alarm circuits do a test for correct operation. If the sensor(s) fail the BIT
test, the alarm circuit causes the MASTER CAUTION light and the related
EQUIP COOLING OFF light to come on.
Interfaces
The low flow sensors supply an alarm signal to these components for indica-
tion:
Flight recorder/mach airspeed module
The equipment cooling panel
The ADIRS (crew call).
22.09.00 Page: 86
EQUIPMENT COOLING
21-27
AIR FILTER
HOUSING
QUICK RELEASE
LATCHES (2)
!#' &#!"
% % !! % % !! FWD AIR FILTER INSTALLATION
Figure 43 Low Flow Sensor

22.09.00 Page: 87
EQUIPMENT COOLING
21-27
LOW FLOW SENSOR

The low flow sensors monitor air flow for the equipment cooling system. When Training Information Point
airflow cooling quality through the equipment is not sufficient, the sensor sup- The equipment cooling system uses cabin air for cooling. The cabin air can
plies an indication. contain contaminates such as tar, nicotine, dust, and other unwanted particles.
A regular schedule of cleaning this equipment is necessary for proper operation
Location
of the cooling system and sensors.
The low flow sensors are in the forward equipment compartment. They are in
the supply and exhaust ducts of the equipment cooling system. You access the
sensors through the lower nose access door.
The low flow sensors are a hot wire anemometer type. The low flow sensor
monitors the airflow and temperature of the equipment cooling air. The sensor
sends an alarm signal when the equipment cooling airflow is not within limits.
The low flow sensors have an internal BIT. At power-up, the low flow sensors
and alarm circuits do a test for correct operation. If the sensor(s) fail the BIT
test, the alarm circuit causes the MASTER CAUTION light and the related
EQUIP COOLING OFF light to come on.
Interfaces
The low flow sensors supply an alarm signal to these components for indica-
tion:
Flight recorder/mach airspeed module
The equipment cooling panel
The ADIRS (crew call).
The alarm signal causes these indications to occur:
MASTER CAUTION Light comes on
The related EQUIP COOLING OFF light comes on

ADIRS (crew call) alert occurs if the airplane is on the ground.
The supply system control interrupt relay causes an inhibit of the alarm signaL.
This occurs when the equipment cooling system is in the smoke clearance
mode.
The exhaust system does not have an inhibit for smoke clearance.

EQUIPMENT COOLING
21-27
28/16V DC
OFF R29 NORM EXH
MASTER DIM A FAN CTRL RLY
SECT 3 TO MASTER (P91) R30 ALT EXH
EXHAUST FAN CTRL RLY (P92)
CAUTION
P6 CB PANEL
OFF
A
SUPPLY R347 NORM SUP
FAN CTRL RLY (P92) R373 ALT SUP
FAN CTRL RLY (P91)
EQ CLNG PANEL (P5)
LOW ALARM
28V DC
BUS 2
INHIBIT
EQUIP CLNG R645 SUP CTRL
LOW FLOW
HIGH ALARM INTERRUPT RLY
DET SUPPLY
(J20)
SUPPLY LOW
FLOW DETECTOR
CREW CALL
LOW ALARM 28V DC HOT
28V DC BAT BUS
BUS 1 GND CREW
HOR
EQUIP CLNG
(NOSE
N WW)
LOW FLOW
DET EXHAUST HIGH ALARM 20 S

GND
EXHAUST LOW
FLOW DETECTOR
P18 CB PANEL
IRS 1
IRS 2
INTEG FLT PSEU

ACCESS UNIT (E1−3)
Figure 44 Low Flow Detector

22.09.00 Page: 89
EQUIPMENT COOLING
21-27
SUPPLY FAN FUNCTION

The supply fan pushes air to the equipment in the EE compartment and flight
compartment.
There are two supply fans, normal and alternate.
One supply fan is set to operate when you apply system power.
Normal Supply Fan Operation

The normal supply fan operates when these conditions are true:
The thermal switches in the normal supply fan are closed (no overheat
condition)
The supply system control interrupt relay is in the normal (de−energized)
position
The EQUIP COOLING SUPPLY switch is in the NORMAL position.
The normal supply fan control relay energizes to enable 115v ac three−phase
power to the fan.
Alternate Supply Fan Operation
The alternate supply fan operates when the EQUIP COOLING SUPPLY switch
is in the ALTERNATE position and the same logic conditions as the normal fan.
Fan Failure/Low Flow
If a fan fails to operate, the supply low flow detector low alarm signal activates.
The supply low flow detector supplies the discrete signal for the system OFF
light and MASTER CAUTION light to come on.
Smoke/ Interrupt
When the smoke control relay energizes, it supplies 28v dc power to energize
the supply system control interrupt relay (R645). This relay energizes immedi-
ately and prevents power to the normal and alternate fans. The supply low flow
detector receives an inhibit signal. This prevents the low flow signal to cause
the OFF light and MASTER CAUTION light to come on.
The supply system control interrupt relay de-energizes after a 5-minute time
delay.
22.9.97 Page: 90
EQUIPMENT COOLING
21-27
$
& #!
#"
!#'
%
!#'
!#'
" '

" !"
$
#"

#
!#'
$
$ #!
#!
#
!#'
$ "
" "
#!
#" #
# !% !#' "

!#' !%" ! #"
" " !
!#'
!'!" "
" #" '

"
$
& #! $
% #!

$
#" " #!
!#' " " " " !#' % !
% " !#' !#' % ""
" ' !
" '

Figure 45 Supply Fan Funct. Schem.

22.9.97 Page: 91
EQUIPMENT COOLING
21-27
EXHAUST FAN FUNCTION

The exhaust fans pull air from equipment in the EE compartment and flight
compartment.
There are two exhaust fans, normal and alternate.
One exhaust fan is set to operate when you apply system power.
Normal Exhaust Fan Operation

The normal exhaust fan operates when these conditions are present:
Thermal switches in the normal exhaust fan are closed (no overheat condi-
tion)
Exhaust equipment cooling switch is in the NORMAL position
The normal exhaust fan control relay R29 energizes to supply 115v ac
3−phase power to the fan.
Alternate Exhaust Fan Operation

The alternate exhaust fan operates when the exhaust equipment cooling switch
is in the ALTERNATE position and the same logic conditions as the normal fan.
Fan Failure/Low Flow
If a fan does not operate, the exhaust low flow detector low alarm signal oper-
ates. The system OFF light and the MASTER CAUTION lights come on.
12.12.01 Page: 92
EQUIPMENT COOLING
21-27
115V AC
GND SVCE
BUS 1
EQUIPMENT
COOLING EXHAUST
FAN PWR − NORM NORMAL EXHAUST
R29 NORMAL
EXHAUST FAN FAN
CONTROL RELAY
P91
LOW 28V DC
28V DC OFF BUS 1
A ALARM
TO MASTER
EQUIP COOLING CAUTION EXHAUST LOW
EXHAUST (P5) FLOW DETECTOR
NORMAL
28V DC
GND SERV
BUS EQUIP COOLING
EXHAUST FAN
CONTROL NORMAL
28V DC
ALTERNATE
BUS 2 EQUIP COOLING R678 RLY EQUIP
EXHAUST FAN EQUIPMENT COOLING EXHAUST
CONTROL ALTN COOLING SW SWITCH DISRUPT
(P5) (J24)
P6 CB PANEL
115V AC
XFR BUS 2
EQUIPMENT
COOLING EXHAUST R30 ALTERNATE ALTERNATE
FAN PWR − ALTN EXHAUST FAN EXHAUST FAN
CONTROL RELAY
P92
Figure 46 Exhaust Fans Funct. Schem.

12.12.01 Page: 93
EQUIPMENT COOLING
21-27
OVERBOARD EXHAUST VALVE

The overboard exhaust valve has two functions. It controls the quantity of
equipment cooling exhaust air that flows overboard and it operates in a smoke
clearance mode.
Location
The overboard exhaust valve is in the aft center section of the EE compart-
ment, below the floor.
The 4 inch diameter overboard exhaust valve has these physical features:
Valve body
Electromechanical rotary actuator (electric motor, gear reduction train)
Position indicator (NORMAL/SMOKE).
Valve disk
Damper housing (silicone oil filled).
It attaches to the overboard exhaust duct by v-band clamps.
The overboard exhaust valve is a pneumatically controlled pressure regulated
air shutoff valve. A 28v dc actuator overrides the valve pneumatic control for
smoke clearance in the EE cooling system.
A spring force on the valve disk fully opens the valve. When the airplane pres-
surizes, airflow through the valve increases. The valve stays fully open until the
airflow rate through it is more than 30 lbs/min (14 kg/min). It is fully closed
when differential pressure is more than 1 psid.
In the smoke clearance position the valve disc is able to move freely from fully
open to approximately 70 degrees open. The actual position is a function of

airflow conditions.
The silicone-oil damper limits the rate of valve disk movement.

Access to the overboard exhaust valve requires removal of the crew oxygen
bottle. For more information see chapter 35, part II of AMM. Obey all precau-
tions when working around oxygen systems.

EQUIPMENT COOLING
21-27
CREW
OXYGEN CYLINDER
VALVE DISK
ELECTROMECHANICAL
ACTUATOR EE COMPARTMENT
FWD
POSITION
INDICATOR
Figure 47 Overboard Exhaust Valve

13.12.01 Page: 95
EQUIPMENT COOLING
21-27
OVERBOARD EXHAUST VALVE FUNCT.

When the airplane is in flight, the normal position for the overboard exhaust High Flow Mode
valve (OEV) is closed. The high flow mode increases cabin airflow. This occurs when the valve is
The overboard exhaust valve has an electromechanical rotary actuator to open open.
the valve for smoke removal. The actuator moves the valve disk to the smoke These are the switch positions for the high flow mode of operation:
removal mode position when the smoke mode condition is set.
Left or right pack switch − HIGH
When the airplane is on the ground, ground sense relay R592 is energized and
Right recirculation fan switch − AUTO.
smoke control relay R648 is deenergized. Power goes through R648 and R650
to energize the valve actuator to the NORMAL position. When the valve actua- When the switches are in the high flow position, relay R650 is energized and
tor is in the NORMAL position, the valve position is a function of airflow (the power goes to time delay relay R649. Relay K1 controls relay R649. The cabin
valve is open until the airplane pressurizes). pressurization system gives an open/closed enable signal to K1.
When the airplane is in the air, ground sense relay R592 is deenergized. In With an open enable signal, R649 is deenergized and power energizes the ac-
pressurized flight, the normal position for the overboard exhaust valve is tuator to the SMOKE (open) position.
closed. Switch position has an effect on valve position. A 28v dc electrome-
Smoke Removal Mode
chanical rotary actuator opens the valve in flight for more airflow or for smoke
removal. The smoke removal mode opens the valve to remove smoke from the EE
compartments and flight compartment.
The overboard exhaust valve has three modes of operation. These are the
three modes of operation: These are the switch positions for the smoke removal mode:
Normal Left or right pack switch − HIGH
High flow Right recirculation fan switch − OFF.
Smoke removal. When the switches are in the smoke removal position, smoke control relay
R648 energizes. Power then goes through R648 to energize the valve actuator
Normal Mode to the SMOKE (open) position.
These are the switch positions for the normal mode of operation:
Open/Close Enable Signal
Left and right pack switch − AUTO/OFF
The cabin pressurization system supplies an open/close enable signal. The
or MT 737−900: BASIC open enable signal lets the high flow mode energize the actuator to the
Right recirculation fan switch − AUTO. SMOKE (open) position. The close enable signal keeps the actuator in the
When the switches are in the normal position, relay R650 is deenergized. NORMAL position.
Power then goes through R648 and R650 to energize the valve actuator to the The open enable signal is set when the outflow valve is more than 8.5 degrees
NORMAL position. open. The open enable signal stays true until the outflow valve is less than 2
degrees open.
The closed enable signal is set when the outflow valve is less than 2.0 degrees
open. The closed enable signal energizes relay K1. Relay R649 then ener-
gizes. R649 remains energized until five minutes after relay K1 relaxes. The
five−minute time delay lets the cabin pressure become stable.
29.11.01 Page: 96
EQUIPMENT COOLING
21-27
28V DC NORMAL
BAT BUS
EQUIPMENT COOLING
AIR CONDITIONING SUPPLY SYSTEM
OVERBOARD EXHAUST
VALVE CONT
P6 CB PANEL
SMOKE
R648 SMOKE
AIR CONTROL RLY
AUTO/OFF (J24)
AUTO/OFF
HIGH
L PACK HIGH NORMAL
SWITCH R PACK (CLOSED)
GND
SWITCH
R592 GND SENS

OFF RELAY (J22) (OPEN)
TDO
5MIN SMOKE
R650 OVERBOARD
EXHAUST VALVE NORMAL
OPEN ENABLE
AUTO RELAY (J24)
RIGHT RECIRC SMOKE
FAN SWITCH T/D
OPEN
ACTUATOR
AIR CONDITIONING/BLEED AIR

CONTROL PANEL (P5) GRD=1
OVERBOARD
EXHAUST
R649 OVERBOARD VALVE
EXHAUST VALVE
CLOSED OPEN CONTROL
K1 CABIN PRES RELAY (J24)
OUTFLOW VALVE OPEN ENABLE − OFV >8.5 DEG
CLOSED RELAY
CLOSE ENABLE − OFV <2.0 DEG
CABIN PRESSURE CPC (2)

SELECTOR PANEL (P5−6)
Figure 48 Exhaust Valve Functional Schem.

29.11.01 Page: 97
AIR CONDITIONING B737−800
COOLING
21−50
21−50 COOLING
COOLING — FUNCTIONAL DESCRIPTION switch. The air then enters the secondary heat exchanger. Again, thermal
energy is extracted by ram air passing around the heat exchanger. However,
The temperature control system is configured in such a way that under normal the heat transfer is augmented by water evaporating on the surface of the se-
operation, the airplane is divided into three zones. These zones are the, condary heat exchanger. The water is sprayed on to the secondary heat ex-
control cabin zone, changer by a water spray nozzle located in the ram air duct. Upon leaving the
forward passenger cabin zone, and aft passenger cabin zone. secondary heat exchanger, the air enters a high pressure water separator sy-
Controlling the temperature in the cabins is accomplished by controlling the stem. The first item the air enters is the water extractor duct. The water extrac-
temperature of the air entering the cabins. Air conditioning operation begins tor duct removes any condensate on the inner walls of the duct leaving the se-
when the pack switches are positioned to AUTO or HIGH. This commands the condary heat exchanger. The extracted water is ducted the collection manifold
respective pack valve to open allowing bleed air into the pack. installed on the bottom of the condenser. After leaving the water extractor duct,
the air enters the hot side of the reheater on its way to the condenser. This air
Pack Valve transfers some of its heat to the dehumidified air returning from the water ex-
During normal operating, it modulates to meter pack airflow to one of three flow tractors. Next, the air enters the condenser where it is cooled by the discharge
schedules: air leaving the air cycle machine turbine. The cooling of the air causes the moi-
sture in the air to condense. The moisture is removed by passing through the
OFF water extractors. The static swirl vanes located in the core of the water extrac-
The pack valve is closed. tors removes the water by centrifugal motion. The water is collected in sumps
AUTO on the water extractors. The water from the sumps is ducted to a collection ma-
With both packs operating in AUTO, each pack regulates to normal flow rate nifold located on the bottom of the high pressure water separator system.
approximately 75 Ibs/min. This water is ducted from the manifold to the water spray nozzle located in
With one Pack operating, regulates to high Flow Rate when: the ram air duct. A port on the manifold is provided for overflow provisions cau-
− in Flight and Flaps Up (if Engine Bleed is used) sed by a clogged nozzle. The dehumidified air then enters the reheater for the
second time. This will heat the air before entering the air cycle machine tur-
− in Flight, regardless of Flaps (if APU Bleed is used). bine. Across either path of the condenser, icing may occur restricting the air-
HIGH flow. This will cause a change in differential pressure sensed by the standby
Pack regulates − 105 Ibs/min. pack temperature control valve. In this situation, the standby pack temperature
If APU bleed air is used on ground, the pack regulates to APU high flow control valve will allow hot bleed air to enter the condenser to deice either path.
approximately − 131 Ibs/min. When the differential pressure returns to normal, the standby pack tempera-
ture control valve will close. The air expands in the turbine decreasing its tem-
Pack Flow perature and pressure. This expansion through the turbine powers the com-
Downstream of the pack valve, the bleed air is diverted to a trim air system, pressor. The compressor and turbine are connected by a common shaft. For
pack temperature control valve, standby pack temperature control valve, and system protection, the air entering the turbine is limited to 100C by the turbine
the primary heat exchanger. The bleed air enters the primary heat exchanger inlet overheat switch. The air leaving the turbine is extremely cold and is war-
where thermal energy is extracted from the bleed air by the cooler ram air pas- med by bleed air from the pack temperature control valve. The air then passes
sing around the primary heat exchanger. The air leaves the primary heat ex- through the condenser for the second time cooling the air from the reheater.
changer and enters the compressor side of the air cycle machine. In the com- Next the air enters the mix manifold by way of the conditioned air check valve.
pressor, the pressure and temperture of the air is increased. For system For system protection, the discharge temperature is limited to120C by the
protection, the compressor is limited to 200C by the compressor overheat pack discharge overheat switch.
20.09.00 Page: 98
COOLING
21−50
PNEUMATIC
AIR RH
120 C
PACK
DISCHARGE
CABIN TEMP
BULB FILTER
CABIN TEMP R PACK
VALVE S
SENSOR
DUCT
OVHT RIGHT PACK
SW 90C (SIMILAR)
M TRIM AIR MOD
VALVE
ISOLATION
VALVE M
R MIX MAN CONDITIONED
TEMP GROUND AIR
SENSOR CONNECTION TRIM AIR PRESS
MIX REGUL VALVE L PACK
AFT PASS ZONE VALVE S
MANIFOLD S
CABIN TEMP DUCT DUCT
TEMP TEMP
BULB M
CABIN TEMP SENSOR BULB
SENSOR SV STBY TCV
L MIX MAN
TEMP SENSOR
M
PRIMARY
WATER
EXTRACTORS PNEUMATIC
TEMP CONTROL AIR LH
RECIRCULATION TRIM AIR VALVE
DUCT FAN MODUL
OVHT
FWD PASS ZONE SW 90C VALVE
AIR CYCLE
CONDENSER MASCHINE
DUCT DUCT RAM AIR

CONTROL CABIN TEMP FAN BYPASS
OVHT EXHAUST
TEMP SENSOR SW 90C SENSOR
120 C PACK
TEMP
PACK M SENSOR
DISCHARGE 3
UNPRESSURIZED
2 1
PRESSURIZED
PACK
AIR TEMP
DUCT TEMP BULB WATER BULB
CONTROL CABIN RAM AIR REHEATER
CONDITIONED AIR TO ACTUATOR SEC WATER
INDIVIDUAL GASPER EXTRACTOR PRIMARY
AIR OUTLET WATER SPRAY SECONDARY HEAT EXCHANGER
HOT AIR NOZZLE HEAT EXCHANGER
WARM AIR
COOL AIR 1 200C COMPRESSOR OUTLET
COLD AIR 2 100 C TURBINE INLET RAM AIR INLET
CONDITIONED AIR 3 110 C RAM AIR TEMP SENSOR
Figure 49 Air Conditioning System Schematic

20.09.00 Page: 99
GENERAL
21−00
PNEUMATIC CONTROL PANEL Temperature Indicator
Recirculation Fan Switch Indicates Temperature at location selected with Air Temperature Source Se-
lector.
AUTO (in Flight)
Air Temperature Source Selector
− Left Fan is running except when both Packs are operating and either
Pack is in high Flow. SUPPLY DUCT
− Right Fan is running except when both Packs are working in high Flow. − Selects appropriate Zone Supply Duct Temperature.
AUTO (on Ground) PASS CAB
− Left Fan is running except when both Packs are operating in high Flow. − Selects FWD or AFT Passenger Cabin Temperature.
− Right Fan will continue to run when both Packs are operating in high PACK
Flow. − Selects Water Extractor Discharge Temperature.
Trim Air Switch
Pack Switch
ON
AUTO
− Trim Air Pressure Regulation and Shut Off Valve open.
− With both packs operating in AUTO, each Pack regulates to normal Flow
Rate. OFF
− With one Pack operating, regulates to high Flow Rate when: − Trim Air Pressure Regulation and Shut Off Valve closed.
in Flight and Flaps Up (if Engine Bleed is used) Zone Temp Light
in Flight, regardless of Flaps (if APU Bleed is used). CONT CAB Light indicates a Duct Temperature Overheat, or Failure of the
Cockpit Primary and Back Up Temperature Control.
HIGH
FWD CAB/AFT CAB Light indicates a Duct Temperature Overheat.
− Pack regulates to High Flow. If APU Bleed Air is used on Ground, the
Pack regulates to APU High Flow which exceeds the High Flow Rate by During MASTER CAUTION LIGHT recall, the illumination of the CONT CAB
approx. 20%. LIGHT indicates failure of the Cockpit Primary or Back Up Temperature
Control. Illumination of either FWD or AFT CAB Light indicates Failure of
Pack Light the associated Zone Temperature Control.
Indicates Pack Trip Off or Failure of both Primary and Standby Pack Con- Pack/Zone Controller Bite Test is required.
trols. Pack Trip caused by Compressor Discharge, or Turbine Inlet, or Pack Will extinguish when MASTER CAUTION is reset.
Discharge Temperature exceeding Limit. Pack Valve closes automatically. Temperature Selector
MASTER CAUTION Light and AIR COND annunciator will illuminate.
AUTO
During MASTER CAUTION Light Recall, indicates Failure of either Primary
− Provides automatic Temperature Control for associated Zone. Rotating
or Standby Pack Control. Will extinguish when Master Caution is reset.
the Control towards C (cool) or W (warm) sets the desired Temperature
Trip Reset Switch from 18 C to 30 C.
PRESSED:If the Fault Condition has been corrected, resets BLEED TRIP OFF
OFF, PACK and ZONE TEMP Lights. Lights remain illuminated until reset. − Closes the associated Trim Air Modulating Valve.
23.4.98 Page: 100

GENERAL
21−00
AIR TEMP
SOURCE
RECIRCULATION FAN SELECTOR
L RECIRC FAN R RECIRC FAN
SWITCH
OFF OFF
AIR TEMP
AUTO AUTO PASS
CAB
FWD
60 80 S
60 AFT AFT
U D
OVHT 40 TEMP
DUCT
80 P U F
40 PRESS P C W
TEMPERATURE
PSI 20 L T D R
INDICATOR
20 0 100 Y P
CONT A
TEST C L
CAB C
K
TRIM AIR
L PACK R PACK
ISOLATION OFF
OFF VALVE OFF
PACK TRIM AIR SWITCH
AUTO OPEN AUTO
SWITCH ON
HIGH AUTO HIGH
ZONE TEMP ZONE ZONE ZONE

WING WING LIGHT TEMP a TEMP a TEMP a
ANTI CLOSE PACK ANTI PACK LIGHT
PACK
ICE ICE
CONT CAB FWD CAB AFT CAB
WING−BODY WING−BODY
TRIP AUTO AUTO AUTO
OVERHEAT OVERHEAT
BLEED BLEED TEMPERATURE

TRIP OFF TRIP OFF SELECTOR
RESET
TRIP RESET
OFF OFF
SWITCH C W C W C W
OFF OFF OFF
ON ON
1 APU 2 P5 TEMPERATURE CONTROL PANEL
BLEED
P5−10 PNEUMATIC CONTROL PANEL
Figure 50 Overhead Control Panel

23.4.98 Page: 101
COOLING
21−50
RAM AIR SYSTEM−FUNCTIONAL

The ram air system controls the airflow through the The deflector door is in the extended position when the actuator shaft is be-
primary and secondary heat exchangers. These are the tween the S1 and S2 switch positions.
ram air control components: The S3 switch in the ram air actuator connects a ground to the air conditioning/
bleed air controls panel. This causes the left RAM DOOR FULL OPEN light to
Ram air inlet controller
come on.
Ram air contro temperature sensor Flight (Flaps Not Up)
Ram air inlet deflector door At takeoff, the AIR/GND sensing system opens to de−energize the K10 relay.
The K5 relay stays energized with a ground from the flaps switch when the
Ram air inlet modulation panel
flaps are not up.
Ram air ducts.
Power to the motor extend coils is through the internal S2 switch at takeoff.
These are the three modes of control for the ram air system: The deflector door moves out of the airstream when the actuator shaft is at the
Ground S2 switch position.
Flight (flaps not up)
Flight (Flaps Up)
Flight cruise (flaps up).
In flight, when the flaps are at a full up position, the K5 relay de−energizes.
The air conditioning accessory unit (ACAU) relays control power to the ram air This de−energizes the K16 relay and gives the pack/zone controller control of
controller and the ram air actuator. There are separate control circuits for the the ram air inlet actuator.
left and right ram air systems. The left system is described. The right system
The ram air control circuits in the pack/zone controller supply command signals
operates the same.
to the actuator. The pack/zone controller gets temperature signals from the ram
Ground Mode air sensor. The ram air sensor sends temperature signals from the air cycle
machine (ACM) compressor outlet. The controller uses the air (temperature)
When the airplane is on the ground, the AIR/GND sensing system supplies a
sensor signal in a bridge circuit. The bridge circuit reads the ACM compressor
discrete (ground) to energize the K10 pack air ground relay, and the K5 ram
temperature as an error signal, too hot or too cold. The nominal (balanced)
mod control relay.
control temperature is 230F/110C. The pack/zone controller opens or closes
The K16 ram air actuator disable relay is energized. This removes the left pack the ram air inlet modulation panels to keep this balance.
zone controller from the ram air inlet actuator.
The normal position for the ram air inlet modulation panel in flight with the flaps
115v ac power goes through these relay contacts to supply a retract signal to up is faired (closed). This is to decrease drag.
the left ram air actuator:
Ram BITE enable (K15 − NORMAL) Training Information Point
Ram mod control (K5 − OPEN) If the DOOR FULL OPEN LIGHT is on during flight cruise mode, it may be one
of these three possible problems:
Pack air/ground (K10 − GROUND)
The ram air system may have a blockage
Ram air actuator disable (K16 — MODULATE).
The heat exchangers are dirty
When the actuator is in the fully retracted position, the S1 switch opens to re-
move power to the motor. Electrical failure.
13.12.01 Page: 102

COOLING
21−50
115V AC
XFR POWER IN
AIR COND
BUS 1
RAM AIR
MOD − L
MODULATE
28V DC AIR RETRACT
BUS 1
AIR COND EXTEND

RAM AIR MOD
CONT − L CLOSE
GRD
28V DC RAM AIR
K10 PACK
BAT BUS AIR/GND CONTROL
SENSOR
AIR COND RETRACT
PACK CONT NORMAL
OPEN K16 RAM AIR PACK/ZONE LEFT RAM
VALVES − L
ACTUATOR CONTROLLER AIR SENSOR
K5 RAM MOD
P6 CB PANEL CTRL DISABLE
AIR K15 RAM BITE

ENABLE RELAY
OPEN
GND
PSEU
S2 S3
CLOSE EXTEND
UP K7 PACK VALVE (CLOSE)
CLOSED RELAY
OPEN CLOSE
NOT UP
LEFT ACAU RETRACT
FLAPS SW
(OPEN)
28/16V DC RAM DOOR
MASTER DIM FULL OPEN B S1 S4
SECT 1
A/C PANEL (P5)
P6 CB PANEL LEFT RAM AIR ACTUATOR
Figure 51 Ram Air System Electrical Schematic

COOLING
21−50
HEAT EXCH. AND WATER EXTR. DESCR.

Condenser
The condenser decreases the temperature of the air in the air conditioning
pack to below dew point. This causes the water vapor in the airstream to go
into a liquid form.
The condenser is a a plate−fin, single−pass, crossflow, air−to−air heat ex-
changer. It is made of aluminum.
The condenser uses turbine discharge air to cool pack air after it makes the
first pass through the reheater.
The air cools enough to condense moisture. Part of the cold air bypasses
around the condenser core and warm air comes through de-icing passages in
the face of the core to prevent icing at the cold air face of the core. A free
passsage between the two condenser cores is an icing fail−safe.
Delta pressure sense line bosses connect sense lines to the pneumatic servo−
actuator of the standby temperature control valve. Icing in the condenser
creates a differential pressure large enough to open the standby temperature
control valve. Warm air from the standby temperature control valve into the tur-
bine discharge stream warms the condenser and melts ice.
You must remove the left air conditioning pack high pressure water separator to
get access to the center fuel tank access panel.
Reheater
The reheater increases the temperature of the air in the air conditioning pack
before it enters the turbine of the air cycle machine. This increases the effi-
ciency of the turbine. The primary purpose of the reheater is to increase the
turbine efficency of the air cycle machine. Bleed air leaving the water extractor
duct enters the reheater on the first of two passes through the unit. This air
warms the air coming from the water extractors (second pass) before entering
the turbine. The air exiting the reheater (first pass) then enters the condenser.
The reheater is a a plate−fin, single−pass, crossflow, air−to−air heat exchanger.
It is made of aluminum.
13.12.01 Page: 104

COOLING
21−50
OUTLET TO
HOT AIR INLET AIR CYCLE
FROM SECONDARY MACHINE
CONDENSER HEAT EXCHANGER TURBINE
OUTLET TO
CONDENSER
COLD AIR INLETS FROM

SENSOR WATER EXTRACTORS
BOSS (TYP)
WATER
EXTRACTORS REHEATER
FWD
COLD OUTLET
(TO DISTRIBUTION
SYSTEM)
HOT INLET
(FROM REHEATER)
ANTI ICE PORT
(FROM COMPRESSOR
HOT OUTLET DISCHARGE)
(TO WATER
EXTRACTOR)
COLD INLET
(FROM TURBINE)
1 STANDBY TCV
DOWNSTREAM HOT OUTLET
1 THE UPSTREAM SENSE PORT IS LOCATED ON SENSE PORT (TO WATER
THE HOT INLET SIDE OF THE CONDENSER EXTRACTOR)
CONDENSER
Figure 52 Condenser & Reheater
13.12.01 Page: 105
COOLING
21−50
WATER EXTRACTOR DUCT

The water extractors are coaxial split—can type gravity fluid separators.
Water in the airstream falls into the sump of the water extractor duct. The sump
collects the water, and pressure in the extractor forces the water out of the
sump into the drain boss. A line connects the drain boss to the water spray
nozzle.
The water spray nozzle injects the water into the ram air duct. This cools the
ram air stream by evaporation.
Water Spray Nozzle
The water in the water extractor sumps is ducted to a collection manifold loca-
ted on the underside of the high pressure water separator. The water extractors
are located forward and aft of the condensor in the equipment bay. During
some operating conditions, water condensation occurs in the secondary heat
exchanger. This moisture is removed by the water extractor duct. The water
collected by the water extractors and water extractor duct is ducted from the
collection manifold to a water spray nozzle located in the ram air duct. In the
event of a clogged nozzle, a port on the collection manifold will discharge the
overflow.

COOLING
21−50
EXTRACTOR
DRAIN LINE
INLET PORTS
WATER SPRAY NOZZLE
WATER DRAIN
SPRAY NOZZLE
Figure 53 Water Extractor Duct
29.10.98 Page: 107
COOLING
21−50
PRIMARY WATER EXTRACTOR

The water extractors are inertial−type centrifugal flow fluid separators.
The inlet of the water extractor has a swirl chamber to create a vortex airflow.
The water fraction of the airstream is centrifugally shed into the outer shell of
the extractor. A sump collects the water, and pressure in the extractor forces
the water out of the sump into the drain nipples. Lines connect the drain nipples
to the water spray nozzle.
The water spray nozzle iniects the water into the ram air duct. This cools the
ram air stream by evaporation.
Pack Temperature Sensor

The pack temperature sensors measure the temperature in the air conditioning
pack. They give feedback to the pack/zone temperature controllers.
The pack temperature sensor is on the pack high pressure water separator as-
sembly.
The pack temperature sensors are thermistor devices. Their resistance
changes with temperature. The temperature sensor resistance is the feedback
to the pack/zone controller. The pack/zone controller uses the feedback to con-
trol the discharge temperature of the air conditioning system.
Each pack temperature sensor has two sense elements. One element to give
feedback to each of the two pack/zone temperature controllers. One element
gives pack temperature feedback to the auto (normal) channel of its related
pack/zone temperature controller. The other element gives pack temperature
feedback to the standby channel of the opposite pack/zone temperature con-
troller.
Pack Temperature Bulb
The pack temperature bulb also consist of a temperature sensitive resistance

element. The bulb provides temperature information to the control cabin on the
P5 overhead panel. The pack temperature bulb is located in the aft water ex-
tractor discharge duct upstream of the reheater.

COOLING
21−50
DUAL ELEMENT
O−RING PROBE
ELECTRICAL
CONNECTOR
PACK TEMPERATURE SENSOR
PACK TEMP SENSOR

PACK TEMP BULB
COLLECTOR
STATIC SWIRL
VANES PERFORATED
COLLECTOR
RING
LEFT ECS BAY SUMP
Figure 54 Primary Water Extractor

29.10.98 Page: 109
COOLING
21−50
PACK TEMPERATURE CONTROL VALVES

Temperature Control Valve Standby Temperature Control Valve (STCV)
The temperature control valve is used to control pack outlet temperature during The standby temperature control valve does these things:
normal system operation. The valve provides a parallel path to the turbine out- Gives backup control for the discharge temperature of the air conditioning
let around the air cycle machine. pack (normal temperature control system failure)
Description Increases the temperature of pack discharge air to prevent ice formation in
the condenser.
The temperature control valve consists of an actuator and a valve. A capacitor
is used to provide additional starting torque. The valve may be manually Functional Description
opened or closed by rotating the manual override knob. The pack/zone control- The valve is a peumatically actuated butterfly—type
ler modulates the temperature control valve to provide the required pack outlet modulating and shutoff valve. It is spring—loaded to
temperature.
the closed position.
Operation Control pressure to the actuator opens and modulates the valve. The control
When the pack outlet temperature is too high, the pack/zone controller will pressure source is the upstream side of the valve. These valve devices regu-
modulate the temperature control valve towards the closed position. Closing late pressure to the valve actuator:
the temperature control valve will cause more air to go through the air cycle The electromagnetic control valve assembly
machine and increase its speed. A higher speed will cause the air from the tur- The delta pressure servo control assembly.
bine to be colder. If the temperature control valve opens, air will bypass the air
A signal from the pack zone controller’s standby pack control channel drives
cycle machine and the output temperature will be warmer.
the electromagnetic control device.
If the pack valve is closed, the temperature control valve closes also.
Pneumatic lines sense condenser differential pressure and drive the delta pres-
Training Information Point sure servo control device. Ice formation in the condenser increases the pres-
sure differential.
There is a position indicator on the temperature control valve. The valve is nor-
mally in the closed position when the pack is off. If the electromagnetic and the delta pressure controls operate at the same
time, the device that gives the greatest valve open pressure will prevail.
You can manually close the valve with the manual override knob if the electric
motor fails. Turn the knob in the direction shown on the knob placard. Training Information Point
There is a position indicator on the standby temperature control valve. The
valve is normally in the closed position when the pack is off.
23.4.98 Page: 110

COOLING
21−50
STANDBY TEMPERATURE CONTROL VALVE TEMPERATURE CONTROL VALVE
Figure 55 Temperature Control Valves

23.4.98 Page: 111
COOLING
21−50
TEMP. CONTROL VALVES SCHEMATIC DESCRIPTION

Temperature Control Valve
The 115v ac, 400 Hz, single−phase temperature control valve receives its sig-
nals from the controller. The electric motor drives an output shaft through a slip
clutch. The valve disk, a visual position indicator, and a cam are connected to
the output shaft. The cam contacts a set of limit switches to provide feedback
signals to the controller.
A manual override drives the output shaft through the slip clutch.
Standby Temperature Control Valve
The standby temperature control valve is electrically and pneumatically con-
trolled and pneumatically operated.
Torque Motor
Electrical control of the valve is part of the standby mode of operation. In
this mode, a flapper in the torque motor is electrically positioned to regulate
pressure in the pneumatic actuator.The servos actuate a poppet valve to
control the actuation pressure being ported from the reference pressure reg-
ulator to the pneumatic actuator to open the disk. The flow of hot air into the
condenser will increase and the condenser will deice. As the condenser
deices, the differential pressure decreases and the disk closes.
High/Low Pressure Delta P Servo
If ice begins to form across either path through the condensor, an increase
in differential pressure is sensed by the respective delta P servo. The in-
creased differential pressure actuates a delta P poppet valve allowing pres-
sure in the pneumatic actuator to increase. This will cause the valve to
open. The flow of hot air into the condensor will increase and the conden-
sor will deice. As the condensor deices, the differential pressure decreases
and the valve closes.
20.09.00 Page: 112

COOLING
21−50
CONDENSER
OUTLET
CONDENSER CONNECTION
CONDITIONED
INLET AMBIENT AIR CHECK VALVE TURBINE
CONNECTION VENT DELTA P MUFF
AMBIENT
SERVO
VENT
POPPET
VISUAL POSITION
INDICATOR
ELECTRIC
MOTOR HIGH PRESSURE LOW PRESSURE
DELTA P SERVO DELTA P SERVO
REFERENCE
PRESSURE TORQUE MOTOR
FULL OPEN REGULATOR
LIMIT SWITCH ACTUATOR FLAPPER
ASSEMBLY
FULL CLOSE SUPPLY
LIMIT SWITCH AMBIENT NOZZLE
VENT
AMBIENT
MANUAL OUTPUT VENT
OVERRIDE SHAFT CHAMBER A
POPPET
PRIMARY WORM VALVE
GEAR SHAFT VENT RESTICTOR
SLIP OPEN
CLUTCH CHAMBER
BUTTERFLY
PNEUMATIC
ACTUATOR AMBIENT
AIR
FLOW VENT
INLET DISK
TRAILING
PACK TEMPERATURE CONTROL VALVE PROBE OPEN STOP
ADJUSTMENT
OPEN
CLOSED VISUAL POSITION INDICATOR
STBY TEMP CONTROL VALVE

Figure 56 Temperature Control Valve Schematic
20.09.00 Page: 113
COOLING
21−50
MIX MANIFOLD TEMPERATURE SENSOR

The mix manifold temperature sensors measure the temperature in the mix
manifold of the air conditioning system. They give feedback to the pack/zone
temperature controllers.
Location
There are two mix manifold temperature sensors. They are similar in design
and operation. They are on the upper aft wall of the mix manifold. Access is
through the center aft bulkhead panel in the forward cargo compartment.
The mix manifold temperature sensors have these parts:
Sense element
Case with mounting boss
Electrical connector.
The mix manifold temperature sensors are thermistor devices. Their resistance
changes with temperature.
The temperature sensor resistance is the feedback to the pack/zone controller.
The pack/zone controller uses the feedback to prevent freezing temperatures
in the air conditioning distribution system. Freezing temperatures in the dis-
tribution ducts can cause moisture in the duct joints to freeze. The ice forma-
tion and expansion in the ducts can cause damage.
Conditioned Air Check Valve

The conditioned air check valve permits one-way airflow from the pack to the
main distribution manifold.
The packs supply pressurized air through the check valve to the distribution
system. The check valve prevents airflow from the pressurized distribution sys-
tem to the unpressurized air conditioning compartment. This is for single pack
operation or a pack system duct leak.
29.10.98 Page: 114

COOLING
21−50
SENSE ELEMENT
R-MIX MANIFOLD SENSOR L-MIX MANIFOLD SENSOR
MIX MANIFOLD SENSOR

RH PACK DISCHARGE OVERHEAT LH PACK DISCHARGE OVERHEAT

SWITCH 120)( SWITCH 120)(
CONDITIONED AIR CHECK VALVE
Figure 57 Mix Manifold Sensor

29.10.98 Page: 115
TEMPERATURE CONTROL
21−60
21−60 TEMPERATURE CONTROL

TRIM AIR PRESSURE REGULATING VALVE
The trim air pressure regulating and shut off valve is an electrically controlled,
pneumatically actuated, pressure regulating valve. The primary components of
the valve are a pneumatic actuator assembly, a servo regulator, a nonlatching
solenoid assembly, a manual override position indicator, a relief valve, and the
valve body assembly.The valve is spring loaded to a closed position.
The solenoid valve is energized open when the TRIM AIR switch on the
P5 overhead panel is positioned to the ON. Bleed air is ported to the open side
of the pneumatic actuator to overcome the actuator spring force. The servo
regulator senses the differential pressure between the bleed air and the cabin
to regulate the trim air to (+) 4.0 psi above the cabin pressure. The trim air
pressure regulating valve is located in the right equipment bay.
Maintenance Practices
The trim air system can be disabled by closing the manual override on the trim
air pressure regulating valve. This removes valve actuation pressure through
the solenoid assembly, and manually closes the valve assembly.
29.10.98 Page: 116

TEMPERATURE CONTROL
21−60
TO RIGHT
SERVO REGULATOR PACK VALVE CABINE PRESSURE
SENSE PORT
ACTUATOR
RIGHT PACK
POPPET
VALVE MIX MANIFOLD AREA
SOLENOID
VALVE SOLENOID VALVE
CONTROL
ORIFICE
RELIEF VALVE
VISUAL POSITION INDICATOR PRESSURE BULKHEAD
AND MANUAL OVERRIDE
CABIN PRESSURE PNEUMATIC ACTUATOR

SENSE PORT
TRIM AIR PRESSURE REGULATING VALVE OPEN
CLOSED
DOWNSTREAM
PRESSURE
SENSE PORT
AIR FLOW VALVE DISK
CAM OPEN
FOLLOVER
MANUAL OVERRIDE CAM
VISUAL POSITION INDICATOR PIN

(CONNECTED DIRECTLY TO DISK SHAFT)
AMBIENT VENT CLOSED
TRIM AIR PRESSURE REGULATING VALVE SCHEMATIC
Figure 58 Trim Air Press. Regulator
29.10.98 Page: 117
TEMPERATURE CONTROL
21−60
TRIM AIR MODULATING VALVE

The trim air modulating valves port hot bleed air into the control cabin and pas-
senger cabin zone ducts to meet zone temperature requirements.
The trim air modulating valves are controlled by the pack/zone temperature
controllers.
The forward passenger cabin and control cabin modulating valves receive
positioning signals from the right controller.
The left controller serves as backup to position the control cabin trim air mo-
dulating valve.
The aft passenger cabin zone modulating valve receives its signals from the
left controller.
The modulating valve operates on 115 volts ac, single−phase power. An elec-
tromechanical actuator drives an output shaft through a slip clutch. A butterfly,
visual position indicator, and a cam are connected to the output shaft. The
cam contacts a set of limit switches to provide feedback to the pack/zone tem-
perature controllers. A manual override drives the output shaft through the slip
clutch.
The passenger compartment valves are located fwd in the right equipment bay.
The control cabin valve is located forward in the left air conditioning bay.
29.10.98 Page: 118

TEMPERATURE CONTROL
21−60
MANUAL OVERRIDE
POSITION
INDICATOR
TRIM AIR PRESS. AFT PASENGER CABIN FWD PASENGER CABIN

REGULATING VALVE TRIM AIR MODUL. VALVE TRIM AIR MODUL. VALVE
MANUAL OVERRIDE R/H-PACK
FLOW ARROW
TRIM AIR MODULATING VALVE
Figure 59 Trim Air Modulating Valve
29.10.98 Page: 119
TEMPERATURE CONTROL
21−60
THERMAL SENSING UNITS

Thermal sensing units in the temperature control system consit of zone tempe- Duct Temperature Bulbs
rature sensors, zone duct overheat switches, zone/duct temperature bulbs, and The zone/duct temperature bulbs provide temperature information to the tem-
duct temperature sensors. perature gage on the P5 overhead panel.
Duct and cabin zone temperature sensors are used to provide information Zone/duct temperature bulbs are used :
to the pack/zone temperature controllers. in the forward and aft passenger cabin.
Zone duct overheat switches are used to protect ducts against thermal da- in the distribution risers duct.
mage.
in the control cabin distribution duct.
Zone/duct temperature bulbs provide temperature information to the tempe-
Zone/duct temperature bulbs consist of a temperature sensitive resistance ele-
rature gage on the P5 overhead panel. The zone duct temperature bulbs
ment within a tube. As the temperature changes, the resistance changes ac-
are also used to monitor supply duct temperatures of the flight deck and
cordingly to cause movement of an indicator pointer.
passenger cabins.
Location
Duct Temperature Sensors
Each passenger cabin zone has a zone duct overheat switch, a zone/duct tem-
The duct temperature sensors provide information to the pack/zone tempera-
perature bulb, and a duct temperature sensor installed in the overhead riser.
ture controllers.
The switch, bulb, and sensor are installed on the right side of the centerline at
The forward passenger cabin and control cabin zone duct temperature sen- the point where the riser joins the the overhead distribution duct.
sors provide information to the right pack/zone temperature controller.
The aft passenger cabin zone duct temperature sensor provides information Zone Temperature Sensors
to the left pack/zone temperature controller. The zone temperature sensors provide compartment temperature informa-
The temperature sensors also utilize variable resistance type elements. As tion to the pack/zone temperature controllers.
temperature increases, their resistance decreases and vice versa. The temperature sensors also utilize variable resistance type elements. As
temperature increases, their resistance decreases and vice versa.
Duct Overheat Switch
The control cabin zone temperature sensor assembly is located to the left
The zone duct overheat switch consists of a bimetal element enclosed in side of the P5 overhead panel.
a steel probe. The zone duct overheat switch contacts are normally open but a
The passenger compartment zone temperature sensor assemblies are
predetermined temperature will close the switch. A zone duct overheat switch
mounted in the bullnose area below the passenger service units.
is used in each supply duct to the passenger cabins and control cabin zone.
The zone duct overheat switch activates at 90C. If the switch is activated, − FWD zone temperature sensor installed at body station 416
airplane control logic will instruct the appropriate trim air modulating valve to − AFT zone temperature sensor installed at body station 272G+13
close. The zone temperature sensor fans provide a constant air flow across Both assemblies are on the right side of the airplane.
the zone temperature sensors and the bulbs.The control cabin (flight deck)
The zone temperature sensor fans provide a constant air flow across the zone
zone temperature sensor assembly is located to the left side of the P5 over-
temperature sensors and the bulbs.
head panel. The passenger compartment zone temperature sensor assem-
blies are mounted in the bullnose area below the passenger service units.
Both assemblies are on the right side of the airplane.
26.09.00 Page: 120

TEMPERATURE CONTROL
21−60
OVERHEAD RISER DUCT DUCT SENSORS

DISTRIBUTION DUCT CONNECTIONS AND SWITCHES
MUFFLER
ASSEMBLY
PLENUM NOZZLE
ASSEMBLY
DIFFUSOR/ HOSE
DUCT SENSORS CONNECTION
AND SWITCHES
PRIMARY
CONTROL CABIN
DUCT TEMP. SENSOR
CONTROL CABIN
DUCT TEMP. BULB
DUCT TEMP SENSOR

SECONDARY
CONTROL CABIN CONTROL CABIN
DUCT TEMP. SENSOR
DUCT OVEHEAT SW.
DUCT OVERHEAT SWITCH

Figure 60 Duct Temperature Sensors
26.09.00 Page: 121
COOLING
21−50
The ACAU sends signals to these components:
AIR CONDITIONING ACCESSORY UNIT P5 panels
The air conditioning accessory unit (ACAU) is the interface for the airplane op- Bleed air regulator
erational logic and the air systems. Engine start valve
Interfaces Pack flow control and shutoff valve
The air conditioning accessory unit has an interface with these systems: Ram air inlet controller
Flight controls (flaps not up switch) Trim air valves
Landing gear (air/ground) Cabin temperature controller
Engine starting Temperature control valves
Air conditioning Outflow valve
Pneumatic/bleed air Recirculation fan
Flight management computer (FMC). EE cooling fans
The ACAU receives signals from these airplane components: FMC.
Engine start valves Overheat Protection Circuits
Flap control unit Three thermal switches, two temperature sensors, and a temperature bulb are
Air/Gnd relays used in the cooling system.
Pack flow control and shutoff valve The pack discharge overheat switch activates at 120C.
Ram air actuator The pack discharge overheat switch is located forward of the conditioned air
Pack overheat switch check valve.
Temperature control valves The turbine inlet overheat switch activates at 100C.
The turbine overheat switch is located in the reheater discharge duct.
Trim air valves
The compressor discharge overheat switch activates at 200C.
Engine bleed switch The compressor discharge overheat switch is located in the discharge duct
Duct overheat switch on the right side of the air cycle machine.
Pneumatic system valves When one of these switches activates, a signal is sent to airplane control logic
P5 panels which will result in the closure of the appropriate

Pressurization outflow valve − pack valve;
− pack temperature control valve
Recirculation fan
and illumination of corresponding amber PACK light on the P5 overhead panel.
Overboard exhaust valve
Pneumatic system overheat/overpressure switch
FMC
12.11.97 Page: 122

COOLING
21−50
Figure 61 Air Cond. Accessory Unit

12.11.97 Page: 123
COOLING
21−50
PACK/ZONE TEMPERATURE CONTROLLER

The pack/zone temperature controllers do these things: Training Information Point
Control their related air conditioning pack The pack/zone temperature controllers are electro − static discharge sensitive
Give automatic standby control to the opposite air conditioning pack (ESDS) devices. Use ESDS safe handling techniques.
Control two zone trim air control channels
Control their related air conditioning pack ram air actuators
Give maintenance crews automatic built−in test equipment (BITE) that iso-
lates faults to the line replaceable unit (LRU) level.
General Description
Two identical and interchangeable pack/zone temperature controllers control
the cooling pack discharge temperature and forms a three zone temperature
control system. Their pin interface with the rack identifies them to the airplane
systems.
Each pack/zone temperature controller has these control channels:

Auto pack temperature control channel BACK−UP PRIMARY

CONTROL CABIN ZONE
CONTROL CABIN ZONE

Standby pack temperature control channel TEMP. CONTROL TEMP. CONTROL

Primary zone temperature control channel

Backup zone temperature control channel

AFT CABIN ZONE FWD CABIN ZONE

Ram air actuator control channel.

TEMP. CONTROL

TEMP. CONTROL

Front face BITE on the pack/zone controllers isolates system faults to the LRU
level.
WARNING: Before you do a bite test, make sure the ram air inlet area is clear. LEFT AUTO RIGHT AUTO
PACK CONTROL PACK CONTROL
During the bite test sequence, the ram air inlet deflector door and
modulating panels operate. This can cause injury to persons
and/or damage to equipment.
A BITE test instruction placard is on the top of each controller face. A lamp test RIGHT STANDBY LEFT STANDBY
switch verifies controller power and operation of the green and red GO/NO GO PACK CONTROL PACK CONTROL
lights. Four BITE TEST switches sequence the BITE checks and clear (reset)
the controller memory registers.
NOTE: Drive signals from the pack/zone controllers to the temperature control LEFT RAM AIR RIGHT RAM AIR
CONTROL CONTROL
valves must pass through protective circuits in the air conditioning accessory
units (ACAUs). The pack/zone controller BITE tests do not do a test of the
ACAU protection circuitry. Failure in the ACAU circuitry may cause false valve LEFT PACK/ZONE CONTROLLER RIGHT PACK/ZONE CONTROLLER
failure bite indications.
12.11.97 Page: 124

COOLING
21−50
Figure 62 Pack / Zone Controller

12.11.97 Page: 125
TEMPERATURE CONTROL
21−60
TEMPERATURE CONTROL
Air conditioning begins when one or both of the pack switches on the P5 over-
head panel is positioned to AUTO or HIGH. This commands the respective
pack valve(s) to open allowing bleed air to enter the pack. The flow rate at
which bleed air enters the air conditioning system is determined by the settings
on the P5 overhead panel. Downstream of the pack valve, the bleed air is di-
verted to a cooling pack system and a trim air system. The trim air system con-
sists of a trim air pressure regulating and shut off valve, three trim air modula-
ting valves, two trim air check valves, and various thermal sensing units.
These components in conjunction with the pack/zone temperature controllers
provide a three zone temperature control system. The temperature control sy-
stem has an selectable range of 18C to 30C. The primary control for the trim
air system is an ON/OFF switch on the P5 overhead panel. The ON/OFF
switch is the only control for the trim air pressure regulating and shut off valve.
This valve allows bleed air into the trim air system.
13.12.01 Page: 126

TEMPERATURE CONTROL
21−60
TRIM AIR
ON
OFF
ZONE ZONE ZONE

TEMP a TEMP a TEMP a

AUTO AUTO AUTO
C W C W C W
OFF OFF OFF
DEMAND DEMAND DEMAND

ACTUAL
ACTUAL
ACTUAL
DUCT
DEMAND COOLEST DEMAND M 1442/M1443
SIGNAL WINS PACK/ZONE
CONTROLLER
DUCT
DEMAND S R PACK
VALVE
TEMP SENSOR
RIGHT PACK
M TRIM AIR
MOD VALVE
AFT PASS ZONE
TRIM AIR
MIX PRESS S L PACK
MANIFOLD S REGUL VALVE VALVE
TEMP SENSOR M
TRIM AIR
FWD PASS ZONE MOD VALVE
LEFT PACK
M
TEMP SENSOR
TRIM AIR
CONTROL CABIN MOD VALVE
Figure 63 Temp. Contr. Balanced Mode

13.12.01 Page: 127
TEMPERATURE CONTROL
21−60
PACK/ZONE TEMPERATURE CONTROL

Balanced Mode: If all zone and auto pack temperature controls have failed, the analog standby
When the trim air switch on the P5 overhead panel is positioned to ”ON”, the pack temperature controls will satisfy the average demand of the two passen-
trim air pressure regulating valve allows bleed air to enter the trim air system. ger cabin zone temperatures. The flight compartment temperature demand is
The air entering the system is regulated to +(4.0) psi above cabin pressure. not used by the analog standby temperature control.
The air then flows to the trim air modulating valves.
The cooling packs, satisfy the zone requiring the most cooling. The trim air
modulating valves are positioned to satisfy the other zones temperature de-
mands. The trim air modulating valves receive positioning signals from the
pack/zone temperature controllers. The positioning signals are generated from
input signals received from the temperature selectors, zone temperature sen-
sors, and duct temperature sensors. The signals from the individual zone tem-
perature selectors are sent to the pack/zone temperature controller and com-
pared with input signals from the respective zone temperature sensors. This
generates the error or temperature demand signal for each zone. The tempera-
ture demand signal for each zone is then compared to the duct temperature
sensor signal for the respective zone. This produces a zone duct loop error
which is used to position the trim air modulating valve to satisfy the tempera-
ture demanded at each zone inlet.
Anti Ice Protection
Ice protection is provided for the mix manifold by a 2C, temperature limit to
the output of the pack. The mix manifold temperature input to the pack/zone
controller is from two sensors mounted on the mix manifold. The controller
compares the two inputs and uses the coldest signal. The mix manifold temper-
ature and the PACK DEMAND are then compared with a 2C limit and the con-
troller uses the warmest signal to position the temperature control valve.
In the ”UNBALANCED AVERAGE MODE”, the left pack/zone controller will use
the flight compartment duct temperature for the anti−ice temperature limit
instead of the mix manifold temperature.

STBY Pack Operation
If the left pack automatic temperature control fails, an activate standby pack
command signal is generated. This connects the left standby temperature con-
trol valve to the right pack/zone controller and activates the standby control.
The standby pack control regulates the output of the pack using the standby
temperature control valve. The standby temperature control valve performs the
same function as the primary pack temperature control valve.
13.12.01 Page: 128

TEMPERATURE CONTROL
21−60

FLT ZONE
TRIM AIR PRIMARY FLT
MOD VALVE
FLT COMPT DUCT SENSOR ZONE CONTR FLT COMPT DUCT SENSOR
FAIL
ZONE TRIM AIR ZONE TRIM AIR

VALVE DRIVER VALVE DRIVER
FLT COMPT TEMP SENSOR FLT COMPT TEMP SENSOR
DUCT DUCT
DEMAND 2C − 63C 2C − 63C DEMAND
LIMIT LIMIT

FLT COMPT TEMP BACK UP FLT ZONE CONTROL PRIMARY FLT ZONE CONTR0L FLT COMPT TEMP SELECTOR
SELECTOR

AFT PASS ZONE FWD PASS ZONE

DUCT SENSOR ZONE TRIM AIR AFT ZONE FWD ZONE ZONE TRIM AIR DUCT SENSOR
TRIM AIR TRIM AIR

VALVE DRIVER MOD VALVE MOD VALVE VALVE DRIVER

A
D
DUCT DUCT

DEMAND

2C − 71C

2C − 71C

DEMAND

LIMIT

LIMIT


TEMP SENSOR

TEMP SENSOR
AFT PASS ZONE CONTROL FWD PASS ZONE CONTROL

COOLEST LEFT AUTO PACK CONTROL RIGHT AUTO PACK CONTROL COOLEST
B DEMAND DEMAND E
WINS WINS
TEMP SELECTOR COOLEST LEFT STBY COOLEST TEMP SELECTOR
RIGHT STBY
DEMAND PACK DEMAND PACK PACK PACK DEMAND DEMAND
WINS 2C − 63C DEMAND DEMAND 2C − 63C WINS
C COOLEST WARMEST RIGHT WARMEST COOLEST F

TCV LEFT TCV
DEMAND SIGNAL PACK PACK SIGNAL DEMAND
DRIVER TCV DRIVER R− PACK SENSOR
L− PACK SENSOR WINS WINS TCV WINS WINS
2C
D A 2C
L− MIX MANIFOLD RIGHT PACK LEFT PACK
SENSOR E STBY TCV STBY TCV R− MIX MANIFOLD
LOGIC LOGIC B
LEFT STBY PACK CONTROL SENSOR
F RIGHT STBY PACK CONTROL C
M1442 LEFT PACK/ZONE CONTROLLER M1443 RIGHT PACK/ZONE CONTROLLER
Figure 64 Pack/Zone Temperature Control
13.12.01 Page: 129
TEMPERATURE CONTROL
21−60
UNBALANCED COOLEST MODE

This mode will be aktivated:
If there is a failure of the primary and backup flight compt. zone controls
If >90C Duct Overheat in the control cabin occurs.
In the unbalanced coolest mode, the left air conditioning pack satisfies the flight
compartment temperature requirements and the right air conditioning pack will
satisfy the colder demand of the two passenger cabin zones.
13.12.01 Page: 130

TEMPERATURE CONTROL
21−60
TRIM AIR
ON
OFF
ZONE ZONE ZONE


AUTO AUTO AUTO
C W C W C W
OFF OFF OFF

ACTUAL
ACTUAL
ACTUAL
DUCT
DEMAND COOLEST DEMAND
SIGNAL WINS M1442/M1443
PACK/ZONE
CONTROLLER
DUCT
DEMAND S R PACK
VALVE
TEMP SENSOR
RIGHT PACK
M TRIM AIR
MOD VALVE
AFT PASS ZONE
TRIM AIR
MIX PRESS S L PACK
TEMP SENSOR M
TRIM AIR
LEFT PACK
M
TEMP SENSOR
TRIM AIR
Figure 65 Temp. Contr. Unbalanced Coolest Mode

13.12.01 Page: 131
TEMPERATURE CONTROL
21−60
UNBALANCED AVERAGE MODE

This mode will be aktivated:
If there is a failure in the fwd or aft passenger cabin control circuit.
If >90C Duct Overheat in the passenger cabin occurs.
The logic will close the affected trim air modulating valve. The control cabin
trim air valve, and the still operating passenger cabin trim air valve, controls
the temperature.
The left pack recives its demand signal from the control cabin temperature
selector.
The right pack temperature control will produce an average temperature
based upon the passenger cabin temperature demands.
Trim Air Switch to ”OFF”:
The logic will close all 3 trim air modulating valves.
If a passenger cabin trim air system has failed an average zones mode com-
mand will be invoked. In this mode of operation, the left air conditioning pack
will satisfy the flight compartment temperature requirements and the right air
conditioning pack will satisfy the average of the two passenger cabin zones.
In both modes of operation, the left pack/zone controller will use the flight
compartment duct temperature for the anti−ice temperature limit instead of the
mix manifold temperature.
13.12.01 Page: 132

TEMPERATURE CONTROL
21−60
TRIM AIR
ON
OFF
ZONE ZONE ZONE


AUTO AUTO AUTO
C W C W C W
OFF OFF OFF

ACTUAL
ACTUAL
ACTUAL
DUCT
DEMAND AVERAGE M1442/M1443
PACK/ZONE
CONTROLLER
DUCT
DEMAND S R PACK
TEMP SENSOR VALVE
RIGHT PACK
M TRIM AIR
MOD VALVE
AFT PASS ZONE
TRIM AIR
MIX PRESS S L PACK
TEMP SENSOR M
TRIM AIR
LEFT PACK
M
TEMP SENSOR
TRIM AIR
Figure 66 Temp. Contr. Unbalanced Average Mode

13.12.01 Page: 133
TEMPERATURE CONTROL
21−60
FLIGHT COMP. TEMP. CONTROL SYSTEM

Normal Function When the FAULT switch is set, K3 relaxes. This connects the backup flight
When the trim air switch is in the ON position and the flight compartment tem- compartment zone control to the flight compartment zone trim air valve. The
perature selector is in AUTO, the flight compartment trim air modulating valve backup flight compartment zone control controls the flight compartment trim air
connects to the right pack/zone temperature controller. This sends an enable modulating valve with the same logic as the primary flight compartment zone
signal to the two controllers to start control of the flight compartment tempera- control.
ture. The backup FAULT switch is set by these backup flight compartment failures:
The selected zone temperature goes to the right pack/zone temperature con- Cabin temperature sensor
troller and is compared with the actual temperature in the flight compartment. Cabin temperature sensor interface
The difference makes a zone duct temperature demand. It is limited to 2C to
Duct temperature sensor
63C. This demand is compared with the actual supply duct temperature and
the difference is used to move the flight compartment trim air modulating valve. Duct temperature sensor interface
The alternate power relay (K21) suplies electrical power from one of two differ- Cabin temperature selector
ent sources. When K21 energizes, 28v dc is from bus 1. When K21 deener- Cabin temperature selector interface
gizes, 28v dc is from the battery bus. Zone trim air modulating valve
Non−Normal Function − System Overheat Zone trim air modulating valve driver.
When the temperature in the duct is 88C, the duct overheat switch closes. The backup INOP switch is set by these backup flight compartment failures:
This energizes the K6 flight deck zone overheat relay to the overheat position. Cabin temperature sensor
When K6 is in the overheat position, K4 energizes to the close position, and Cabin temperature sensor interface
the flight deck zone trim air modulating valve closes.
Cabin temperature selector
Non−Normal Function − Failure Cabin temperature selector interface.
The FAULT and INOP switches are set by these primary flight compartment
NOTE:
failures:
Failure of the temperature selector causes a default to a 24C set point. When
Cabin temperature sensor
the primary and backup flight compartment zone controls fail, the zone temper-
Cabin temperature sensor interface ature control system is off. This off signal goes to the pack control section of
Duct temperature sensor the pack/zone controllers. The left pack/zone controller controls the left pack to
Duct temperature sensor interface satisfy the flight compartment zone duct demand. The right pack/zone control-
ler controls the right pack to satisfy the coolest temperature requirements for
the passenger compartments.
Cabin temperature selector interface
Zone trim air modulating valve
Zone trim air modulating valve driver.
13.12.01 Page: 134

TEMPERATURE CONTROL
21−60
115V AC
XFR BUS 2
FLT DECK ZONE
TEMP VLV CONTROL
L PACK VALVE
28V DC OVHT
BAT BUS
R PACK VALVE ZONE
TEMP K21
28V DC LIGHT ALT PWR
BUS 1 L PACK VALVE ALT
28V DC K6 FLT DK
BUS 2 R PACK VALVE ALT ZONE OVHT CLOSE
P6 CB PANEL NORM
NORM
K21 ALT PWR
OPEN
ON
LOGIC SAME AS
OFF RIGHT PZC
INOP
TRIM AIR SW INOP CLOSE
K3 FLT K3 FLT DK
AUTO DK INOP INOP ENABLE
BACKUP FLT
COMPT R ACAU (E4−1) K4 FLT DECK FULL CLOSE
ZONE CONTROL TRIM AIR OFF
OFF
LEFT PZC L ACAU (E4−1)
(E3−3) A B C
A FULL OPEN
B
FAULT =
CLOSE
OPEN FULL CLOSE

BITE VALVE C
CABIN TEMP A DRIVER
SELECTOR INOP = OPEN
OPEN
INDICATION
P5 PANEL
CIRCUIT
CABIN TEMP SENSOR ZONE TRIM AIR
A LOGIC MODULATING VALVE
PRIMARY FLT COMPT
BACKUP DUCT ZONE CONTROL
TEMP SENSOR DUCT TEMP SENSOR RIGHT PACK/ZONE CONTROLLER (E3−3)
Figure 67 Flight Comp. Temp. Contr. System

TEMPERATURE CONTROL
21−60
PASS. COMPARTMENT TEMP. CONTROL SYSTEM

Normal Function NOTE:
When the trim air switch is in the ON position and the passenger compartment Failure of the temperature selector causes a default to a 24C set point.
temperature selector is in AUTO, the passenger compartment trim air modulat- These failures cause K11 passenger INOP relay to relax and command the
ing valve connects to the right pack/zone temperature controller. passenger zone trim air modulating valve to close.
The alternate power relay (K21) supplies electrical power from one of two dif-
ferent sources. When K21 energizes, 28v dc is from bus 1. When K21 deener-
gizes, 28v dc is from the battery bus.
The selected zone temperature goes to the pack/zone temperature controller
and is compared with the actual temperature in the passenger compartment.
The difference makes a zone duct temperature demand. The limits are 2C to
71C. This demand is compared with the actual supply duct temperature and
the difference is used to move the passenger compartment trim air modulating
valve.
Non−Normal Function − System overheat

When the temperature in the duct is 88C, the duct overheat switch closes.
This energizes K1 passenger zone overheat relay to the overheat position.
When K1 is in the overheat position, K2 passenger trim air off relay energizes
to the close position and the passenger zone trim air modulating valve closes.
Non−Normal Function − System Failure

The FAULT switch is set by these passenger compartment failures:
Cabin temperature sensor interface
Duct temperature sensor interface

13.12.01 Page: 136

TEMPERATURE CONTROL
21−60
115V AC
XFR BUS 2
FWD PASS ZONE
TEMP VLV CONT
28V DC
BAT BUS
R PACK VALVE
28V DC
OVHT
BUS 1
R PACK VALVE ALT ZONE
TEMP K21
P6 CB PANEL LIGHT ALT PWR
K1 PASS
ON ZONE OVHT CLOSE
NORM
OFF
TRIM AIR SW
AUTO OPEN
ZONE CONT
ENABLE/OFF
OFF GND = OFF FAULT = OPEN
BITE
1 INOP CLOSE
K1 PASS
INOP ENABLE
K2 PASS FULL CLOSE
CABIN TEMP TRIM AIR OFF
SELECTOR
L R ACAU (E4−1)
P5 PANEL
O FULL OPEN
DRIVER
G
I
C
DUCT TEMP SENSOR FULL CLOSE
RIGHT PACK/ZONE CONTROLLER

1 (E3−3)
ZONE TRIM AIR
BACKUP TO PACK RIGHT STBY TEMP CONTROL MODULATING VALVE
1
CABIN TEMP SENSOR IN THE LEFT PACK/ZONE CONTROLLER
Figure 68 Pass. Comp. Temp. Contr. System

13.12.01 Page: 137
TEMPERATURE CONTROL
21−60
FLIGHT COMP. AND FWD PASS. ZONE IND. SYSTEM Cabin temperature sensor interface and selector
The system provides an indication of an overheat condition in the zone supply Cabin temperature sensor and selector interface
ducts or the failure of the temperature control system. Cabin temperature sensor interface and selector interface.
The backup flight compartment FAULT switch is set by these backup flight
Power Interruption compartment failures:
Power interruption indication is provided by two power interrupt indication re- Cabin temperature sensor
lays, K1 and K2. If there is a power interruption, the ZONE TEMP light on the
P5 panel comes on immediately. The zone temperature control system is reset Cabin temperature sensor interface
after power has been restored. Duct temperature sensor
Duct temperature sensor interface
Overheat Indication
Overheat protection is provided by overheat switches in the flight compartment
supply duct and in the supply ducts for the passenger cabin. Cabin temperature selector interface
If there is an overheat condition, the ZONE TEMP light on the P5 panel comes Zone trim air modulating valve
on immediately. Push the TRIP RESET switch on the P5 panel after the duct Zone trim air modulating valve driver.
has cooled to reset the zone temperature control system.
Passenger Compartment Temperature Control System Failure Indication
Flight Compartment Temperature Control System Failure Indication A failure of the passenger zone temperature control causes the ZONE TEMP
A failure of the primary or backup flight compartment temperature control or a light to come on only when the master caution system is recalled. This shows
malfunction in the system causes the ZONE TEMP light to come on only when that a BITE check of the controllers is necessary.
the master caution system is recalled. This shows that a BITE check of the The passenger compartment FAULT switch is set by these passenger compart-
controllers is necessary. If there is a complete loss of temperature control for ment failures:
the flight compartment, the ZONE TEMP light comes on immediately and can- Cabin temperature sensor
not be reset.
Cabin temperature sensor interface
The primary flight compartment INOP switch is set by these primary flight
compartment failures: Duct temperature sensor
Cabin temperature sensor Duct temperature sensor interface
Cabin temperature sensor interface Cabin temperature selector

Duct temperature sensor interface Zone trim air modulating valve
Cabin temperature selector Zone trim air modulating valve driver.
Cabin temperature selector interface The backup passenger compartment FAULT switch is set by these backup pas-
senger compartment failures:
The backup flight compartment INOP switch is set by these backup flight
compartment failures: Other controller backup error signal output
Cabin temperature sensor and selector Standby pack−cabin loop electronics.
13.12.01 Page: 138

TEMPERATURE CONTROL
21−60
FLT DECK ZONE

DUCT OVHT
190F (88C)
FWD PASS ZONE FLT DECK
28V DC DUCT OVHT ZONE DUCT
BAT BUS OVHT SW
AIR COND PACK
CONT VALVES TRIP RESET
RIGHT SWITCH
K6 FLIGHT
AIR COND PACK DECK ZONE
CONT VALVES OVHT RELAY
LEFT
LEFT ACAU
P6 CB PANEL
K1 1 MD&T ZONE TEMP
CONT CABIN ZONE

TEMP LIGHT
190F (88C)
FWD PASS
ZONE DUCT
ZONE TEMP OVHT SW
K2 1 MD&T
FWD CABIN ZONE

TEMP LIGHT K1 PASS
ZONE OVHT
P5 PANEL RELAY
BACKUP FLIGHT
COMPT FAULT RIGHT ACAU
GROUND = FAULT
BACKUP FLIGHT
COMPT INOP FWD PASS COMPT FAULT
GROUND = INOP
OPEN = FAULT
RECALL=1 RESET=0
BACKUP FWD PASS
COMPT FAULT PRIMARY FLIGHT COMPT INOP
GROUND = FAULT ANTI−ICE ENG OPEN = INOP
MASTER FIRE
HYD OVERHEAD CAUTION WARN
DOORS AIR COND
LEFT PACK/ZONE CONTROLLER RIGHT PACK/ZONE CONTROLLER
1 POWER INTERRUPT INDICATION RELAYS

NOTE: AFT PASS ZONE SIMILAR TO FWD PASS ZONE
P7 PANEL
Figure 69 Pass.Comp. Temp. Contr. System
13.12.01 Page: 139
TEMPERATURE CONTROL
21−60
LIGHT INDICATION SYSTEM

This system provides indication of an over temperature condition or failure of
the pack/zone controllers.
Monitor
Overheat protection for the cooling pack is provided by three thermal switches:
compressor discharge overheat, 200C.
turbine inlet overheat, 100C.
pack discharge overheat 120C.
If an overheat is sensed, the PACK light will illuminate simultaneously with the
Master Caution system. The pack temperature control system may be reset
after the cooling pack has cooled by pushing the TRIP RESET switch on the
P5 panel.
A single failure of the pack control will illuminate the PACK light only when the
Master Caution system is recalled. This indicates a failed system and the re-
quirement to perform a Bite check on the controller. If both auto and standby
control fail, the PACK light will illuminate immediately.
13.12.01 Page: 140

TEMPERATURE CONTROL
21−60
L PACK/ENG
28V DC BLEED AIR OVHT
BAT BUS
250F (121C)
AIR COND PACK L PACK DISCHARGE
CONT VALVES TRIP RESET OVHT SWITCH
LEFT SWITCH
P6 CB PANEL
210F (99C)
L TURBINE INLET
K1 POWER OVHT SWITCH
K8 PACK
INTERRUPT OVHT
INDICATION RLY RELAY
390F (199C)
MD&T L COMP DISCHARGE
PACK OVHT SWITCH
LEFT
L PACK LIGHT ACAU
P5 PANEL
BITE
STBY PACK FAULT
GROUND = FAULT
RIGHT PACK/ZONE
TEMPERATURE CONTROLLER
RECALL=1 RESET=0
PACK INOP
OPEN = INOP
ANTI−ICE ENG
MASTER FIRE
HYD OVERHEAD WARN
CAUTION
DOORS AIR COND

BITE
PACK FAULT
OPEN = FAULT
P7 PANEL
NOTE: LEFT PACK LIGHT INDICATION SYSTEM SHOWN LEFT PACK/ZONE

RIGHT PACK LIGHT INDICATION SYSTEM SIMILAR TEMPERATURE CONTROLLER
Figure 70 Pack Light Indication

13.12.01 Page: 141
DISTRIBUTION
21−20
21−20 DISTRIBUTION
CONDITIONED AIR DISTRIBUTION
A system of ducts distributes the conditioned air from the packs to outlets in
the flight and passenger compartments.
Subsystem Features
The conditioned air distribution system begins at the mix manifold which is lo-
cated in the air conditioning distribution bay aft of the forward cargo compart-
ment.
The flight compartment air distribution system consists of a duct originating
from the left pack input into the mix manifold. The duct goes forward under the
floor of the passenger compartment on the left side of the airplane. In the lower
nose compartment, the duct branches into several risers and goes vertically
into the flight compartment ceiling, floor, and foot level outlets.
The passenger compartment distribution system receives conditioned air from
the mix manifold through four risers in the sidewalls. The risers discharge into
an overhead distribution duct running the full length of the passenger compart-
ment. Air discharges through outlets in the bottom of the duct, through flexible
hoses to over window outlets between the passenger service units (PSU’s) and
the sidewall panels, and around the aft entry light assembly.
During normal operation, two electrical recirculation fans draw air from the pas-
senger compartment and the equipment cooling system through filters. The
recirculation air is delivered to the mix manifold through check valves. The re-
circulation fans and check valves are identical and interchangeable. Care must
be taken to avoid reverse installation of the components. The recirculation rate
is approximately 47 m3 per minute. No recirculated air goes into the flight
compartment.
The air in the airplane is changed every three minutes)

DISTRIBUTION
21−20
DIFFUSOR/HOSE
ASSEMBLIES
OVERHEAD
DISTRIBUTION
DUCTS
SIDEWALL
DIFFUSOR
OUTLETS
SIDEWALL
RISER DUCTS
MAIN
DISTRIBUTION
MANIFOLD
Figure 71 Distribution System General
24.4.98 Page: 143
DISTRIBUTION
21−20
MIX MANIFOLD
The mix manifold receives conditioned air from both packs, the recirculation
fans, or from an external conditioned air source. The mix manifold routes the
air to the distribution system.
Location
The mix manifold is located in the air conditioning distribution bay aft of the for-
ward cargo compartment. A−removable bulkhead separates the cargo
compartment from the air conditioning distribution bay.
Features
Ducts from the left and right packs enter the bottom of the mix manifold. Four
risers carry air from the top of the mix manifold, to the passenger compartment.
Temperature sensors on the top forward side of the manifold send signals to
the pack/zone controllers. Air from the recirculation fans enter the mix manifold
on the left and right sides. A duct on the bottom rear of the mix manifold con-
nects with the external conditioned air fitting. The external conditioned air fitting
is accessible on the bottom of the fuselage, forward of the air conditioning
doors. Air for the flight compartment does not enter the mix manifold but goes
from the left pack duct to the flight compartment.
24.4.98 Page: 144

DISTRIBUTION
21−20
TO FORWARD
TO AFT L−MIX MANIFOLD SENSOR PASSENGER
R−MIX MANIFOLD SENSOR
PASSENGER ZONE
ZONE
MIX MANIFOLD
RIGHT
RECIRCULATION TRIM AIR
FAN
LEFT
RECIRCULATION
FAN
FROM FROM
RH PACK DISCHARGE OVERHEAT RIGHT LEFT LH PACK DISCHARGE OVERHEAT
PACK PACK
SWITCH 120)( SWITCH 120)(
Figure 72 Mix Manifold

24.4.98 Page: 145
DISTRIBUTION
21−20
RIGHT RECIRCULATION FAN LEFT RECIRCULATION FAN

The purpose of the right recirculation fan is to recirculate the conditioned air The purpose of the recirculation fan is to recirculate the conditioned air from
from the collector shroud. This will reduce the requirement for bleed air taken the distribution bay. Recirculation of conditioned air reduces the requirement for
from the engines for air conditioning to the passenger cabin. bleed air taken from the engines for air conditioning.
Physical Description Physical Description
Approximately 23,5m3 per minute of passenger cabin air is recirculated by a Approximately 23,5m3 per minute of passenger cabin air is recirculated into
115 volt ac, 3 phase fan. The fan draws air from the “U” shaped collector the mix manifold by a 115 volt ac,3 phase fan.
shroud moulded into the ceiling of the forward cargo compartment.
Location
Operation The left recirculation fan, check valve, and filter assembly are located to the left
When the recirculation fan switch is in ”AUTO”, the fan operates in the follow- of the mix manifold in the air conditioning distribution bay. The area is a pres-
ing conditions: surized space aft of the forward cargo compartment.
AUTO (in Flight)
Operation
− Right Fan is running except when both Packs are working in high Flow.
When the recirculation fan switch is in ”AUTO”, the fan operates in the follow-
AUTO (on Ground) ing conditions:
− Right Fan will continue to run when both Packs are operating in high AUTO (in Flight)
Flow.
− Left Fan is running except when both Packs are operating and either
The shroud collects air from the passenger compartment exhaust grilles in the Pack is in high Flow.
carpet risers and the equipment cooling exhaust. In flight, the shroud is main-
AUTO (on Ground)
tained at a low pressure by an open forward outflow valve or by the right recir-
culation fan inlet. When the right recirculation fan is operating, the forward out- − Left Fan is running except when both Packs are operating in high Flow.
flow valve closes automatically. Recirculated air is drawn through filters and is Recirculated air is drawn from the space in the air conditioning distribution bay.
discharged into the mix manifold. The air mixes with conditioned air for distribu- The air is drawn through filters and is discharged into the mix manifold. It mixes
tion into the passenger compartment. The conditioned air is supplied from the with air from the packs or external conditioned air for distribution into the pas-
packs or the external conditioned air cart. senger compartment.
Three thermal switches protect the fan motor against overheating: 177C . The Three thermal switches protect the fan motor against overheating: 177C . The
thermal switches reset automatically after cooling. thermal switches reset automatically after cooling.
Maintenance Practices Maintenance Practices

A removable panel in the forward section of the fan inlet duct allows access to Access to the filters is by removal of the aft left panel of the forward cargo
the filters. The aft right panel of the forward cargo compartment must be re- compartment.
moved to expose the duct.
09.03.99 Page: 146

DISTRIBUTION
21−20
Figure 73 Right Recirculation Fan Circuit

09.03.99 Page: 147
PRESSURIZATION
21−30
21-30 PRESSURIZATION CONTROL

The airplane operates at altitudes where the oxygen density is not sufficient to Cabin pressure indication and warning system.
sustain life. The pressurization control systern keeps the airplane cabin interior The cabin pressure indication and warning system gives you data about the
at a safe pressure altitude. This protects the passengers and crew from the pressurization system status. This system has these components:
effects of hypoxia (oxygen starvation).
− Cabin altitude panel (P5−16)
General Description − Aural warning box panel (P9)
The pressurization control system has three sub− systems: − Cabin altitude warning switch.
Cabin pressure control system
The system controls the position of the outflow valve to control cabin pres-
sure. The air conditioning packs force air into the airplane pressure vessel
(cabin). The pressurization system controls the rate at which the air flows
out of the cabin. This maintains a safe cabin pressure. The pressurization
control systems are designed for a nominal operating pressure of 7.8-8.35
psid with a maximum operating pressure of 8.45 psid.
It has these components:
− Cabin pressure control panel (P5-6)
− Digital cabin pressure controllers (2)
− An outflow valve.
Cabin pressure relief system
The cabin pressure relief system is a fail safe system. It protects the air-
plane structure from overpressure and negative pressure if the automatic
system fails. The relief system has these components:
− Positive pressure relief valves (2)
The protect the fuselage structure from overpressure. They are set to
open and release pressure at 8.95 psid.
− Negative pressure relief valve.

The valve opens when pressure outside of the airplane is 1.0 psi more
than the pressure inside of the airplane (-0.1 psid).
22.09.00 Page: 148

PRESSURIZATION
21−30
P5 PANEL
CONTROLS
NEGATIVE OUTFLOW VALVE AND

PRESSURE POSITIVE PRESSURE
OVERBOARD PRESSURE RELIEF VALVE (2)
RELIEF VALVE
EXHAUST CONTROLLER (2)
VALVE
DISTRIBUTION
LEFT RIGHT
PACK PACK
APU
ENGINE 1 ENGINE 2
Figure 74 Pressurization Control

22.09.00 Page: 149
PRESSURIZATION
21−30
PRESS. CONTROL — GENERAL DESCRIPTION

Automatic Pressurization Control A sensor on each CPCs senses pressure in the cabin.
In the automatic mode of operation, the system uses a redundant system of Each CPC gets air data from both the air data inertial reference units.
digital pressure controllers to schedule cabin pressurization through all phases Each CPC gets engine speed data from both the stall management and yaw
of flight. The active pressure controller keeps cabin altitude at a safe comfort- damper computers (SMYDCs).
able pressure altitude (8,000 ft ISA maximum). The pressure controllers are
Each CPC gets air/ground logic from the proximity switch electronics unit.
line replaceable units and incorporate standard front face bite.
Each CPC uses position feedback from valves that effect the pressurization
Manual Pressurization Control system:
In the manual mode of operation, the flight crew has direct control of the out- Left pack valve
flow valve from the P5 panel. Right pack valve
General Description Overboard exhaust valve.
There are two digital cabin pressure controllers (CPCs). Each CPC has its own Outflow Valve Interface
systems interface and valve motor system. This gives the AUTO mode of con-
The outflow valve has three motors:
trol a dual redundant architecture. Only one CPC controls the outflow valve at
any time. The other CPC is a backup. The active controller changes with every Two AUTO mode motors with control electronics boxes
flight or with an autofail event. One MANUAL mode motor with no electronics box
The manual control mode overrides and bypasses the two CPCs. The manual The CPCs use data buses to interface with the drive electronic boxes on the
control system has its own valve motor system. This gives the pressurization valve. The electronics boxes drive the automatic mode motors. Altitude
control system a triple redundant architecture. The cabin pressure control sys- switches on each drive electronic box will override CPC signals and close the
tem has these components: outflow valve if cabin altitude pressure is 14,500 feet. This function will not ef-
A cabin pressure control panel fect manual mode operation of the outflow valve.
Digital cabin pressure controllers (2) In manual mode, the pilot uses the control module toggle switch to operate the
outflow valve. The manual valve motor has no control electronics box, and no
An aft outflow valve assembly with three drive motors
pressure switch.
Wiring, connectors and power sources.
The outflow valve gives position feedback to:
Electric Power The two CPCs
The system gets triple redundant 28v dc power from these sources: The P5 overhead panel.
Battery bus, DC bus 1 and DC bus 2.
Data Input Interface
The flight crew makes these inputs to the cabin pressure control panel:
Pressurization mode
Flight altitude
Landing altitude.
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PRESSURIZATION
21−30
28V DC A
BUS 1
PRESS CONT
AUTO 1
VALVE POSITION
28V DC B
BUS 2 PRESS CONT
AUTO 2 MANUAL
28V DC STATIC PRESS

BAT BUS ADIRU 1 ALT, UN−CORR
PRESS CONT ALT, BARO−CORR
MANUAL AIRSPEED
CABIN
28V DC PRESSURE
SENSE ENG 1 N1
BAT BUS SMYDC 1 ENG 2 N2
PRESS CONT A
IND
P6 CB PANEL
ELACT1
A AUTO A
MOTOR 1 C
CPC 1
T
STATIC PRESS MANUAL U
MODE VALVE
ALT, UN−CORR MO- A
FLT ALT ADIRU 2 ALT, BARO−CORR T
TOR
AIRSPEED
LAND ALT AUTO CABIN O
AUTO
MANUAL PRESSURE ENG 1 N2 MOTOR 2 R
CONTROL SENSE SMYDC 2
ENG 2 N1
ELACT2
CABIN PRESSURE
CONTROL MODULE OUTFLOW

B VALVE
B ASSEMBLY
CPC 2
LEFT PACK VALVE
1
PSEU AIR/GROUND LOGIC OPEN/CLOSED RIGHT PACK VALVE
1 ACTIVE CONTROLLER CHANGES
WITH EVERY FLIGHT OR WITH
AN AUTOFAIL EVENT OVBD EXHAUST VALVE
Figure 75 Press. Control Interface

22.09.00 Page: 151
PRESSURIZATION
21−30
PRESS. CONTROL MODULE

The cabin pressure control module and cabin altitude panel let the crew moni- These are the four system status lights above the control module.
tor and control the pressurization system. AUTO FAIL
The control panel has these parts: OFF SCHED DESCENT
Cabin pressure control module ALTN
System status lights MAN.
Pressure indication panel. These four lights give these indications:
Location Operational mode
The cabin pressure control module is on the P5−6 panel. The system status Deviation from flight plan
lights are above the module. The cabin altitude panel (P5—16) is next to the System failure.
module.
Cabin Altitude Panel
Cabin Pressure Control Module These indicators and control switch are left of the pressure control panel:
The cabin pressure control module has these controls: Cabin altitude and differential pressure indicator
Mode selector Cabin rate of change indicator
Landing altitude (LAND ALT) selector with display Cabin altitude warning horn cutout switch.
Flight altitude (FLT ALT) selector with display The cabin altitude and differential pressure indicator is connected to the alter-
Aft outflow valve position indicator nate static system.
Manual control toggle switch. The rate of change indicator senses pressure changes from a port on the back
The mode selector has three positions. They set these system modes of op- of the indicator.
eration: Placards on the pressurization control panels are used during manual operation
AUTO for automatic operation modes. They provide a reference for:
ALT for alternate automatic operation Takeoff and landing pressure differential maximums
MAN for manual control. Flight altitude to cabin altitude conversions.
Two selectors are used to set the flight altitude and the landing field altitude Training Information Point
into the system controller. The flight altitude selection is made in 500 foot incre-
The cabin pressure control module has integrated circuit electronics. It is an
ments. The flight altitude range begins at —1000 ft. and extends to 42,000 ft.
electro—static discharge sensitive (ESDS) device. Use proper care when you
The landing field altitude ranges from —1000 ft. to 14,000 ft. in increments of
handle it.
50 ft. The liquid crystal displays show the settings.
A three position toggle switch controls the aft outflow valve when in the manual
mode. It has three positions:
CLOSE NEUTRAL OPEN.
It is spring loaded to the neutral position. An aft outflow valve position indicator
shows the valve position in all modes of operation.
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PRESSURIZATION
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Figure 76 Press. Control Module

22.09.00 Page: 153
PRESSURIZATION
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CABIN PRESSURE CONTROLLER (CPC)

The cabin pressure controllers (CPCs) have these functions:
Control cabin pressure when the system is in the AUTO or ALTN mode of
operation
Perform system BITE (start up, continuous, and initiated tests).
Location
The two pressure controllers are in the EE compartment. The No. 1 CPC is on
the E2-2 rack. The No. 2 CPC is on the E4-1 rack.
Each controller has a pressure sensor on its face.
Each controller has a standard BITE module on its face. Refer to the adjust-
ment/test section of the maintenance manual or to the BITE manual for the
cabin pressure controller BITE instructions.
ARINC 429 interrogation ports are behind the BITE instruction plates. They
allow interface during system operation for real time onboard troubleshooting.
General Description
There are two cabin pressure controllers. The two controllers are identical and
interchangeable. The controllers use digital circuitry.
The controllers are part of a dual redundant system. They are active when the
system operates in the AUTO or ALTN modes. Only one controller operates
the outflow valve at any given time. The other controller acts as a backup.
The controllers have pin selectable control functions. This optimizes the system
for specific mission profiles.
The cabin pressure controllers are electro static discharge sensitive (ESDS)
devices. Use ESDS safe practices when you handle the units.
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PRESSURIZATION
21−30
CPC 2 CPC 1
CABIN PRESSURE
SENSOR
BITE INSTRUCTION PLATE

”BITE INSTRUCTIONS”
ON/OFF START OR STOP BITE

MENU TO DISPLAY MENU
YES/NO IN RESPONSE TO QUESTION (?)
OR TO SCROLL THROUGH MENU
OR RESULTS
EE COMPARTMENT
LED DISPLAY
FWD
EXISTING FAULTS BITE CONTROL

BUTTONS
FAULT HISTORY
ON
MENU
OFF
GROUND TEST
YES NO
SYSTEM STATUS
CAUTION
SYSTEM TEST OBSERVE PRECAUTIONS
AND CLEAR FOR HANDLING
ELECTROSTATIC
SENSITIVE
MAIN MENUS DEVICES
Figure 77 Cabin Press. Controller

22.09.00 Page: 155
PRESSURIZATION
21−30
CABIN PRESSURE CONTROLLER BITE

A BITE module is on the front face of each cabin pressure controller. The BITE SYSTEM TEST AND CLEAR
does checks of these hardware and software: The SYSTEM TEST AND CLEAR main menu selection prepares the controller
All system components for a system test and clears the FAULT HISTORY.
System interfaces
Overall system performance.
When you push the ON/OFF button, the controller makes sure that the airplane
These selections are available when you push the MENU button and then the is in the ground mode. If the airplane is not in the ground mode, A/P NOT IN
UP and DOWN arrows: GND shows for two seconds. Then BITE ABORTED shows for two seconds.
EXISTING FAULTS There are these two types of faults:
FAULT HISTORY Existing faults (EXIST FAULTS).
GROUND TESTS If there is an existing fault, the cabin pressure controller shows FAULT on
SYSTEM STATUS the front panel display.
SYSTEM TEST AND CLEAR. If there are only existing faults, the display shows nn EXIST FAULTS for two
seconds. Then the display shows EXISTING FAULTS.
EXISTING FAULTS
Previous faults (PREV FAULTS)
EXISTING FAULTS shows faults that are present. From the main menu
If there are only previous faults, the display shows nn PREV FAULTS for
EXISTING FAULTS, there are faults and fault details.
two seconds. Then the display shows FAULT HISTORY.
FAULT HISTORY If there are existing and previous faults, the display shows nn EXIST FAULTS
FAULT HISTORY shows previous faults. From the main menu FAULT HIS- and nn PREV FAULTS for two seconds each. Then the display shows EXIST-
TORY, there are faults and fault details. ING FAULTS.
GROUND TESTS
EXISTING FAULTS and FAULT HISTORY show faults. Each fault has fault
GROUND TEST has these two submenus: details. For more information on faults and fault details go to the Fault Isolation
DISPLAY TEST Manual.
SYSTEM TEST.
The DISPLAY TEST does a test of the LED display. The SYSTEM TEST does
a test of the cabin pressurization system.
SYSTEM STATUS
SYSTEM STATUS has these two submenus:
PRESENT STATUS
SYSTEM CONFIGURATION (SYSTEM CONFIG).
PRESENT STATUS shows the current inputs to the cabin pressure controllers.
SYSTEM CONFIG shows the system configuration.

PRESSURIZATION
21−30
Figure 78 CPC-Bite (Main Menu)

22.09.00 Page: 157
PRESSURIZATION
21−30
EXISTING FAULTS
EXISTING FAULTS shows faults that are present. From the main menu EX-
ISTING FAULTS there are faults and fault details. Faults are maintenance
messages of the primary problem. For more information of a fault, there are
fault details.
From the EXISTING FAULTS menu, you push the YES button. If there are no
faults, the display shows NO FAULTS. To go back to the main menu, you push
the MENU button.
If there is a fault or faults, the first fault shows on the display. To see the next
fault you push the NO or down arrow button. If there are no more faults, the
display shows BOTTOM OF LIST for 2 seconds.
To see the fault details for one of the faults, push the YES button. Then the
display shows the fault details for that fault. If you push the NO or down arrow
button, the display shows the next fault detail for the same fault. If there are no
more fault details, the display shows BOTTOM OF LIST for 2 seconds.
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PRESSURIZATION
21−30
Figure 79 CPC-Bite (Existing Faults)

22.09.00 Page: 159
PRESSURIZATION
21−30
FAULT HISTORY
FAULT HISTORY shows previous faults that are still in the memory and have
not been cleared.
From the FAULT HISTORY menu, push the YES button. If there are no faults,
the display shows NO FAULT HISTORY. To go back to the main menu, push
the MENU button.
If there are faults, the display shows FLIGHT 00. To show the next flight leg,
push the NO or down arrow button. Then the display shows the next flight leg.
If there are no more flight legs in memory, the display shows BOTTOM OF
LIST for 2 seconds. The controller can have up to 10 flight legs in memory.
Each flight leg can have faults and fault details. To show a fault for a flight leg,
push the YES button. The display shows the fault. If you push the NO or down
arrow button, the display shows the next fault. If there are no more faults, the
display shows BOTTOM OF LIST for 2 seconds.
To show fault details for each fault, push the YES button. If you want to see
more fault details you push the NO or down arrow button. If there are no more
fault details, the display shows BOTTOM OF LIST for 2 seconds.
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PRESSURIZATION
21−30
Figure 80 CPC-Bite (Fault History)

PRESSURIZATION
21−30
SYSTEM TEST
SYSTEM TEST does a test of the cabin pressurization system.
From the GROUND TEST menu, push the YES button. The display shows
DISPLAY TEST. If you push the NO or down arrow button, the display shows
SYSTEM TEST.
When you push the YES button, the controller does a check to find if the sys-
tem is in auto mode. If the system is not in auto mode, the display shows SYS
IN MANUAL for two seconds. Then the display shows SELECT AUTO.
If you push the YES button when the system is in auto mode, the controller
does a check to find if the other controller is in BITE. If the other controller is in
BITE, the display shows these things:
BOTH SYS IN IBIT for two seconds
IBIT ABORTED for two seconds
SYSTEM TEST.
For each of these questions, it is necessary to push the YES or NO button. If
you push the YES button after each question, the display shows the next ques-
tion. If you push the YES button after the last question, the display shows
TESTING. Each of the 8 lower digits come on for 12 seconds, one digit at a
time. This takes approximately 100 seconds.
If there is no fault while in test, the display shows SYSTEM OK. Then the dis-
play shows, SYSTEM TEST AND CLEAR?. If you push the YES button, all
faults clear from fault history. If you push the NO button, the display shows
SYSTEM TEST.
If there is a fault during TESTING, the display shows nn EXIST FAULTS for 2
seconds. Then the display shows EXISTING FAULTS menu.
If you push the menu button at any time during the system test, the display
shows SYSTEM TEST.

The acronym DADC refers to air data inertial reference unit. The acronym SMC
refers to the stall management yaw dampener computer.

PRESSURIZATION
21−30
Figure 81 CPC-Bite (Ground Tests) System Test

22.09.00 Page: 163
PRESSURIZATION
21−30
DISPLAY TEST
DISPLAY TEST does a test of all 16 digits of the LED display.
From the GROUND TEST menu, push the YES button. The display shows
DISPLAY TEST. If you push the YES button, the test starts. Then four digits at
a time turn on for 2.5 seconds. After the test is complete, the display shows
DISPLAY TEST.
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PRESSURIZATION
21−30
Figure 82 CPC-Bite (Ground Test) Display Test

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PRESSURIZATION
21−30
AFT OUTFLOW VALVE ASSEMBLY POSITIVE PRESSURE RELIEF VALVE

The aft outflow valve controls the air flow out of the airplane fuselage. The positive pressure relief valves prevent over pressure damage to airplane
structure.
Location
The valve is on the lower right fuselage below the aft service door. Location
There are two positive pressure relief valves. They are on the lower, aft air-
Physical Description plane fuselage. One valve is on each side of the aft outflow valve. You remove
The outflow valve has these parts: the outflow valve to access the positive pressure relief valves.
Valve frame body
General Description
Two Valve gates
The positive pressure relief valves are fail safe devices that bleed fuselage
Actuator assembly and linkage pressure overboard if the aft outflow valve fails closed. The valves are mechan-
Position transducer ical devices. They operate independently.
Two automatic mode motors and one manual mode motor They do not interface with other airplane pressurization systems and require no
Two electronic actuator boxes. crewaction.
The valves are pneumatically actuated by cabin−to−ambient pressure differen-
General Description tial. When the differential pressure is too high, the valve opens. The open valve
The valve is a thrust recovery, double gate type valve. The valve has two 28v lets air out of the airplane. This relieves the cabin pressure. When cabin−to−
dc motors and one 48v dc motor. Only one motor drives the valve at a time. All ambient pressures are safe, the valve closes. The valves have filters. The fil-
three motors use the same actuator mechanism. ters clean the air used in the valve’s internal servo and actuating mechanisms.
Each electronic drive box on the valve has a fail safe aneroid switch. The The valves attach to pedestals with gaskets and a flange clamps.
switch causes the valve to go fully closed if the cabin pressure altitude reaches
14,500ft. This function overrides normal automatic control only, it will not over-
ride manual operations of the valve. Make sure you install the valve and gasket correctly during installation. Incor-
rect installation can block sense ports for the valve servo mechanism.
A position transducer on the valve assembly provides a signal to the P5 valve
position indicator during all modes of operation. Keep the servo mechanisms dry. Moisture in the mechanism can freeze and
prevent valve operation.
The valve position transducer also sends signals to the two cabin pressure
controllers. This gives the controllers valve position feedback for automatic and You must remove the aft outflow valve to access the positive pressure relief
alternate modes of operation. valves. Do not reach through the outflow valve or put tools into it. Injury to per-
sons or damage to equipment may result.
The valve mounting lug fittings let you remove and install the assembly from
outside the airplane.
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PRESSURIZATION
21−30
MANUAL
DRIVE
MOTOR
ACTUATOR
ASSEMBLY
ELECTRONIC
ACTUATOR (2) POSITION
TRANSDUCER
VALVE COVER
AUTOMATIC
LINKAGE MODE MOTOR (2)
FORWARD GATE
AFT GATE DIAPHRAGM OPERATED

SENSOR CONTROL
Figure 83 Aft Outflow Valve

13.12.01 Page: 167
PRESSURIZATION
21−30
SAFETY RELIEF VALVE OPERATION

Two safety relief valves acting independently of each other and all other sy-
stems prevent the cabin−to−ambient pressure differential from exceeding
8.95 psid.
Each valve consists of a
poppet valve,
control chamber, and a
spring−loaded diaphragm operated sensor control for controlling the
valve opening.
The control chamber is vented to the cabin, but has a restrictor in the vent for
limiting cabin air inflow. A filter is also installed to prevent contamination in the
control chamber. Another passage vents to ambient through the diaphragm
operated sensor control poppet. The sensor control is separated by a dia-
phragm. One side of the diaphragm senses cabin pressure while the other
side senses ambient pressure. A differential pressure of 8.95 psi will cause the
poppet to unseat opening a vent from the control chamber to ambient. This
venting of the control chamber reduces the pressure within the chamber. The
valve gate, with control chamber pressure on one side will cause the gate to
unseat at approximately 8.95 psi differential pressure as a result of cabin pres-
sure on the other side of the valve gate. The diaphragm operated sensor con-
trol ensures that cabin−to−ambient differential pressure does not exceed
8.95 psi.
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PRESSURIZATION
21−30
FILTER
VALVE COVER
RUBBER FLAPPER SPRING

VALVE
RESTRICTOR
CONTROL
CHAMBER
VALVE GATE
DIAPHRAGM
DIAPHRAGM OPERATED
SENSOR CONTROL
VALVE GUIDE CABIN PRESSURE
VALVE GATE
CABIN AIR OUT
VALVE SEAT
POPPET
DIAPHRAGM
CABIN PRESSURE
PEDESTAL
101035
AMBIENT SENSING
AND DISCHARGE PORT
Figure 84 Pressure Relief Valve Schematic

23.4.98 Page: 169
PRESSURIZATION
21−30
NEGATIVE PRESSURE RELIEF VALVE

The negative pressure relief valve prevents negative differential pressure (vac-
uum pressure) damage to the airplane structure. This can prevent structure
damage during a rapid descent.
Location
The negative pressure relief valve is on the lower aft fuselage, on the left side,
near the aft service door.
You access the valve from the aft cargo compartment.
General Description
The negative pressure relief valve is a mechanical device and operates inde-
pendently. It does not interface with other airplane pressurization systems and
requires no crew action.
The negative pressure relief valve is a flapper type valve. The valve hinges on
its top edge and opens inward. A spring on its hinge pin holds the valve closed.
Negative differential cabin-to-ambient pressure opens the valve. The valve
opens when pressure outside of the airplane is 1.0 psi more than the pressure
inside of the airplane (−1.0 psid).
A stand pipe can be attached to the relief valve assembly. The stand pipe
keeps water out of the airplane during ditching. Water enters the valve until the
weight of the water column in the stand pipe closes the valve.
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PRESSURIZATION
21−30
NEGATIVE PRESS.
POSITION
RELIEF
VALVE DOOR
NORMAL
POSITION
Figure 85 Negative Pressure Relief Valve

23.4.98 Page: 171
PRESSURIZATION
21−30
CARGO COMP. BLOWOUT PANEL

The cargo compartment blowout panels prevent damage to the airplane struc-
ture during sudden decompression.
Location
The cargo compartment blowout panels are in these places:
Cargo compartment ceilings
Cargo compartment bulkheads.
General Description
The cargo compartment blowout panels are held in place by frames.
During rapid decompression, the differential pressures push the panels out of
their frames. This lets pressures in the upper and lower fuselage lobes equalize
quickly. This prevents damage to flight critical structure.
The blowout panels on the cargo compartment bulkheads have grates. The
grates do not let baggage hit the blowout panels.
Cargo Compartment Pressure Equalization Valves

The cargo compartment pressure equalization valves let the pressures in the
cargo compartments change.
Location
The cargo compartment pressure equalization valves are on the bulkheads in
the cargo compartments.
General Description
The cargo compartments are tightly sealed by a fire resistant liner. The liner
isolates the cargo compartments from the airplane air conditioning system.
This is necessary for fire protection (class D requirements).
The pressure equalization valves isolate the cargo compartments from active
air conditioning, but let cargo compartment pressures change.
The cargo compartment pressure equalization valve is a swing check valve
assembly. Each assembly has two valves:
One valve lets air into the cargo compartment during airplane pressurization
One valve lets air out of the cargo compartment during airplane depressu-
rization.
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PRESSURIZATION
21−30
BLOWOUT
PANELS
AFT CARGO FWD CARGO
COMPARTMENT COMPARTMENT
PRESSURE
EQUALIZATION
BLOWOUT VALVE
PANELS
BLOWOUT
PANEL
Figure 86 Blowout Panels

30.10.98 Page: 173
PRESSURIZATION
21−30
AUTO MODE FLIGHT PROFILE

The automatic (AUTO) mode of the pressurization control system controls air- Cruise
plane pressure for all phases of flight: When the airplane is within 0.25 psid of the FLT ALT selection (capture cruise
Unpressurized ground operations altitude), the system transfers to the cruise phase.
Takeoff pressurization The controller maintains an isobaric schedule (constant pressure differential).
Takeoff and climb This reduces the wear on mechanical components and reduces pressure cycl-
ing of the fuselage structure. Cabin pressure altitude shall not exceed 8,000
Cruise
feet mean sea level (this prevents oxygen starvation). Cabin−to−ambient pres-
Descent and landing. sure differentials shall be minimal (this minimizes pressure cycling of fuselage
structure).
Control Module Selections
The controller determines the optimal cabin pressure altitude based on the FLT
To use the AUTO mode, make these selections on the control module:
ALT setting and conditions as listed below:
AUTO mode select
The air conditioning system can supply sea-level pressure in the cabin at
FLT ALT set any altitude below 18.500 ft.
LAND ALT set. Between 18.500 ft and 28.000 ft, the cabin can be pressurized as much as
7.45 psi greater than ambient pressure.
Unpressurized Ground Operations
Between 28.000 ft and 37.000 ft, the cabin can be pressurized as much as
During ground operations the outflow valve is wide open and the airplane is
7.8 psi greater than ambient pressure.
unpressurized.
Above 37.000 ft the cabin can be pressurized as much as 8.35 psi greater
Takeoff Pressurization than ambient pressure.
When the airplane is in the takeoff phase, the system pressurizes the airplane 8.45 psid is the maximum pressure differential the AUTO mode will allow.
to approximately 0.1 psid below field elevation. This occurs when either of
these conditions exist: Descent and Landing
Both engine N1s more than 60 % for 1.5 seconds When the airplane descends to 0.25 psid of the FLT ALT selection, the system
is in the descent phase. When the airplane starts its descent, the system con-
Both engine N2s more than 89 % for 1.5 seconds.
trols the cabin pressurization to do these things:
This makes a positive airflow at the outflow valve. The positive outflow pre-
Pressurize the cabin for positive landing pressure
vents the uncomfortable ”pressure bump” (momentary pressure increase) air-

plane rotation can cause at takeoff. The close proximity of the outflow valve to Limit the rate of cabin pressure change to a comfortable rate (350 slfpm).
the runway at rotation causes a ram air effect. This causes momentary ’pres- The cabin pressurizes to approximately 0.15 psid for landing. This makes a
sure bump” in an unpressurized airplane. positive airflow at the outflow valve. The positive outflow prevents the pressure
bump airplane flare can cause during landing.
Takeoff and Climb
On the ground, the system depressurizes the airplane when either of these
During takeoff and climb, the system controls the cabin pressurization to do conditions exist:
these things:
Both engine N1 less than 50 % for 1.5 seconds
Pressurize the cabin to an optimal pressure altitude
Both engine N2 less than 84 % for 1.5 seconds.
Limit the rate of cabin pressure change to a comfortable rate 600 slfpm.
13.12.01 Page: 174

PRESSURIZATION
21−30
CAPTURE CRUISE BEGIN DESCENT

ALTITUDE (0.25 PSID)
(0.25 PSID)
CRUISE PRESSURE 8.45

PSID
DIFFERENTIAL MAX
AIRPLANE (8.35 PSID TYP)
CLIMB RATE
CONTROL
MODULE
SELECTIONS
TOUCHDOWN
CRUISE SCHEDULE
CABIN PRESSURE CABIN PRESSURE
ROTATE CLIMB RATE DESCENT RATE
BEGIN
TAKEOFF
ROLL TAKEOFF
LANDING PRESSURE
TAKEOFF PRESSURE DIFFERENTIAL
DIFFERENTIAL (0.15 PSID)
(0.1 PSID)
AIRPLANE ALTITUDE
CABIN PRESSURE ALTITUDE
Figure 87 Auto Mode Flight Profil

13.12.01 Page: 175
PRESSURIZATION
21−30
AUTO MODE FUNCTIONAL DESCRIPTION

The automatic (AUTO) mode of the pressurization control system keeps the The air conditioning pack valves and the overboard exhaust valves give posi-
airplane pressurized for all phases of the flight. tion feedback to the CPC. This biases the CPC response algorithms.
The AUTO mode circuitry has these parts: Both controllers run continuous BITE tests. If the active CPC system becomes
Redundant 28v dc power sources inoperative, the other CPCsystem automatically takes control (ALTN mode).
Cabin pressure control module (P5−6)
Two digital cabin pressure control (CPCs) units
Two AUTO mode dc motors with drive electronics boxes on the aft outflow
valve assembly
Circuit wiring and connectors.
When the control module mode selector is in the AUTO position, it sets the
pressurization control system to automatic operation.
The automatic control system has a dual redundant architecture. The two
CPCs are identical and interchangeable. Rack pin connections identify the con-
trollers as CPC No. 1 and CPC No. 2 to the system.
Only one CPC controls the outflow valve at any time. The other CPC is a
back−up. At system power−up, the No.1 CPC becomes the active controller.
The system switches active control from one CPC to the other with each flight.
This keeps wear equal on the mechanical drive components of the two sys-
tems.
The CPCs use data from these systems to determine flight phase:
Both air data inertial reference units (ADIRUs)
Both stall management and yaw damper computers (SMYDCs)
The proximity switch electronics unit (PSEU).
The CPC determines a target cabin pressure in response to:
P5−6 control module inputs
Flight phase.
The CPC compares the target pressure to the pressure at it’s sense port. If a
difference exists the CPC sends an open or close command to its drive elec-
tronics box on the aft outflow valve assembly. The drive electronics box oper-
ates its valve motor. The motor moves the outflow valve through a mechanical
drive train. In this way, the active controller modulates the aft outflow valve to
control cabin pressure and rate of pressure change.
Outflow valve position feedback to the CPC verifies proper valve operation
(closed loop feedback).
13.12.01 Page: 176

PRESSURIZATION
21−30
28V DC
BUS 1 A
PRESS CONT
AUTO 1
VALVE POSITION
28V DC
BUS 2 B
PRESS CONT
AUTO 2 MANUAL
28V DC
BAT BUS ADIRU 1
PRESS CONT
MANUAL
CABIN
28V DC PRESSURE
BAT BUS SENSE SMYDC 1
PRESS CONT A
IND
P6 CB PANEL
ELACT1
A AUTO A
MOTOR 1 C
CPC 1
T
MANUAL U
VALVE
MODE MO- A
ADIRU 2 TOR T
FLT ALT
CABIN AUTO O
AUTO
LAND ALT PRESSURE R
SENSE MOTOR 2
SMYDC 2
ELACT2
CABIN PRESSURE
CONTROL MODULE OUTFLOW
B VALVE
B ASSEMBLY
CPC 2
LEFT PACK VALVE
1
AN AUTOFAIL EVENT OVBD EXHAUST VALVE
Figure 88 Auto Mode Functional Schematic

13.12.01 Page: 177
PRESSURIZATION
21−30
AUTO FAIL
The AUTO FAIL light gives the flight crew indication that the active CPC sys-
tem is inoperative.
Dual Channel Failure
The automatic pressurization control system has a dual redundant architecture.
One digital cabin pressure controller (CPC) is active and maintains pressuriza- These are the indications when both CPC systems fail:
tion control. The other CPC is a backup. If the active CPC channel fails, the The AUTO FAIL and master caution lights come on
system transfers pressurization control to the backup (alternate) CPC channel. The FLT ALT and LAND ALT displays show five dashes (-----).
The two CPCs automatically run start—up and continuous BITE tests. These If both CPCs fail, the ALT Light does not come on. This indicates that the sys-
tests check both systems to the LRU level. When the active CPC BITE detects tem cannot transfer control to an operative automatic channel.
a fault or failure, it transfers active control to the backup CPC.
If both automatic channels fail, you must use the MANUAL mode of pressuriza-
These things cause the auto fail function: tion control. The auto fail function does not transfer pressurization control to the
Power loss manual system. You must select MANUAL on the pressurization mode selec-
Cabin altitude rate of change is too high (>2,000 slfpm) tor. When you select MANUAL these things happen:
Cabin altitude is too high (>15,800 ft) Pressurization control transfers to the MANUAL system
Wiring failures The two CPC systems are disabled
Outflow valve component failures The P5−6 AUTO FAIL Light goes out
CPC failures. The P5−6 MANUAL Light comes on.
Cabin differential pressure is too high (>8.75psi).
Single Channel Failure
The system automatically transfers pressurization control to the backup chan-
nel if the active channel fails.
If the system is in the AUTO mode when an auto fail event occurs, these lights
come on:
The AUTO FAIL light
The Master Caution and AIR COND annunciator lights
The ALTN light.

The ALTN light gives indication that the backup system is active. The AUTO
FAIL light goes off when you select the ALTN position on the mode selector.
If the system is in the ALTN mode when an auto fail event occurs, the AUTO
FAIL and Master Caution Lights come on. These lights, and the ALTN light will
go off when you select the AUTO mode on the control module.
22.09.00 Page: 178

PRESSURIZATION
21−30
28V DC
BUS 1 A
PRESS CONT
AUTO 1
28V DC
BUS 2 B
PRESS CONT
VALVE POSITION
AUTO 2
28V DC
BAT BUS
ADIRU 1
PRESS CONT
MANUAL
28V DC SMYDC 1
BAT BUS A
PRESS CONT A
IND
P6 CB PANEL
ELACT1
AUTO OFF SCHED
ALTN MANUA
FAIL DESCENT
A A G L G
AUTO AUTO A
FAIL
AUT MANUA CPC 1 MOTOR 1 C
O L
T
V
A MANUAL U
VALVE
FLT ALT
L
ADIRU 2 MOTOR A
V
E T
C
L O AUTO O
O P AUTO
S E R
E N
B SMYDC 2 MOTOR 2
ALTN
AUT MAN
ELACT2
LAND ALT
O
OUTFLOW
B VALVE
ASSEMBLY
CAB ALT LAND ALT 2000 4000 6000 8000 CPC 2

FLT ALT <FL160 FL220 FL260 FL320 FL410 LEFT PACK VALVE
1
CABIN PRESSURE CONTROL MODULE
OVBD EXHAUST VALVE
AN AUTOFAIL EVENT
Figure 89 Auto Fail Schematic

PRESSURIZATION
21−30
OFF SCHEDULED DESCENT

If it is necessary to land immediately after takeoff, the pressurization control
system automaticatly programs the pressurization system for landing.
The OFF SCHED DESCENT indication is part of this feature. The light tells you
that the system will control cabin pressure for a return to the take−off field.
The off schedule descent feature only works in the AUTO and ALTN modes.
It is not a feature of the MANUAL mode.
An off schedule descent begins when the airplane starts to descend off sched-
ule (before it reaches cruise altitude).
If the airplane begins a descent before it reaches the FLT ALT selected on the
control module, these things happen:
The OFF SCHED DESCENT Light comes on
MASTER CAUTION and AIR COND annunciator lights come ON
The pressurization control system automatically schedules the cabin pres-
sure for return to take−off field.
The OFF SCHED DESCENT Light will go out if these conditions occur:
The airplane begins to climb again
The FLT ALT is reset to the current altitude
The pilot selects manual (MAN) mode
The airplane lands.
If the airplane aborts its mission, and diverts to an field other than the take−off
field, the flight crew must reset the pressure controller:
Select FLT ALT to 200 feet less than airplane altitude (flight cruise altitude
capture)
Set the landing altitude in the LND ALT window on the selector panel to the
landing field elevation.
The pressure control system cancels the off schedule descent feature for the
flight when the airplane reaches the FLT ALT set on the P5−6 control module.

PRESSURIZATION
21−30
CRUISE
FLT ALT
MISSION
ABORT − OFF SCHEDULE
BEGIN DESCENT LIGHT
DESCENT
AUTO OFF SCHED

FAIL ALTN MANUAL
A DESCENT A G G
OFF
SCHEDULE AUTO MANUAL
DESCENT
V
BEGIN TAKEOFF RETURN A
TAKEOFF TO LAND L
ROLL FLT ALT
V
E
C
L O
O P
S E
E N
ALTN
AUTO MAN
LAND ALT
TAKEOFF PRESSURE LANDING PRESSURE

DIFFERENTIAL DIFFERENTIAL
(0.1 PSID) (0.15 PSID)
TYPICAL OFF SCHEDULE DESCENT PROFILE

CABIN PRESSURE CONTROL MODULE (P5)
AIRPLANE ALTITUDE
CABIN PRESSURE ALTITUDE
MISSION SCHEDULE ALTITUDE
Figure 90 Off Schedule Descent Circuit

14.12.01 Page: 181
PRESSURIZATION
21−30
MANUAL MODE FUNCTIONAL DESCRIPTION

The manual control mode gives the flight crew direct control of the outflow
valve.
General Description
The MANUAL mode has these parts:
28v dc bat bus power source
Cabin pressure control module (P5-6)
MANUAL mode DC motor on the aft outflow valve assembly
Circuit wiring and connectors.
When the control module mode selector is in the MANUAL position, it config-
ures the pressurization control system for manual operation. These things hap-
pen:
The automatic control systems are disarmed
The control module outflow valve switch arms
The MANUAL system indication light comes on.
The aft outflow valve switch is a three position toggle switch. These are the
three positions
CLOSE
Neutral
OPEN.
The switch is spring loaded to the neutral position.
Signals from the control module outflow valve switch go directly to the manual
motor on the aft outflow valve assembly. When the switch is in the CLOSE
position, the motor closes the valve. When the switch is in the OPEN position,
the motor opens the valve.

The position transducer on the aft outflow valve assembly gives valve position
feedback to the control module outflow valve position indicator.
You can use the instruments on the P5-16 cabin altitude panel for reference
during manual operation of the pressurization system:
The pressure limitation placard
The cabin/flight altitude conversion placard
The cabin altitude and differential pressure indicator
The cabin rate of climb indicator.
22.09.00 Page: 182

PRESSURIZATION
21−30
Figure 91 Press. Contr. Manual Mode

22.09.00 Page: 183
PRESSURIZATION
21−30
MANUAL MODE CONTROL

The pressurization outflow valve can operate in the manual mode. To do this,
put the pressurization mode selector to the MANUAL position. The valve can
then be opened or closed by the outflow valve switch. The pressurization mode
selector and the outflow valve switch are on the cabin pressure control panel
on the P5 overhead panel.
When the pressurization mode selector is in the MANUAL position, these
things happen:
The green MANUAL light comes on
CPC 1 and CPC 2 stop automatic and alternate modes of valve operation.
When the outflow valve switch is in the open or close position, these things
happen:
The manual motor booster changes 28v dc to 48v dc for valve motor opera-
tion
Power from the booster goes to the valve manual motor.
The direction of valve operation for the open/close functions is controlled by
change of the power supply and return by the switch positions.

You can do a check of the valve operation with the manual mode of valve op-
eration.
14.12.01 Page: 184

PRESSURIZATION
21−30
28V DC
BAT BUS
ELACT 1 A
MANUAL
PRESSURIZATION MOTOR
CONTROL − MAN BOOSTER C
AUTO
MOTOR 1
P6 CB PANEL T
OPEN U
MANUAL VALVE
MOTOR
A
T
AUTO
MOTOR 2 O
ELACT 2 R
CLOSE
OUTFLOW VALVE SW OUTFLOW VALVE
MANUAL
MANUAL
ALTN
AUTO CPC 1
PRESSURIZATION
MODE SELECTOR
28/16V DC MANUAL MANUAL
MASTER DIM G
SECT 1
P6 CB PANEL CABIN PRESSURE CONTROL PANEL (P5) CPC 2
Figure 92 Manual Mode Elec. Schematic

14.12.01 Page: 185
PRESSURIZATION
21−30
CABIN PRESS. IND. AND ALT. WARN. SYST.

The cabin pressure indication and altitude warning system does these things:
Shows cabin pressure altitude
Shows cabin−to−ambient differential pressure
Shows cabin rate of climb
Gives the crew an aural signal (with cutout) wher cabin pressure altitude is
10,000 feet or higher.
Location
These components are on the cabin altitude panel (P5−17):
Pressure indicators
Warning circuits
Cutout switch.
The pressure switch is on the ceiling of the lower nose compartment.
The warning horn is in the aural warning box on the control stand.
Pressure Indication
The cabin altimeter/differential pressure indicator shows these things:
Cabin pressure altitude (short needle and inner scale)
Cabin−to−ambient differential pressure (long needle and outer scale).
The cabin rate of climb indicator shows the rate of change in cabin pressure
altitude.
Warning System
The aural signal is an intermittent beep.
The cabin altitude warning switch is an aneroid type switch.
When the cabin altitude reaches 10,000 ft above mean sea level the pressure
warning switch closes. This energizes the warning circuit and causes the inter-
mittent warning horn to sound.
The cutout push-button switch allows the crew to deactivate the warning alarm
until the next high cabin altitude event.
23.4.98 Page: 186

PRESSURIZATION
21−30
Figure 93 Cabin Pressure & Altitude Warning System

23.4.98 Page: 187
PRESSURIZATION
21−30
CABIN ALTITUDE WARNING

The cabin altitude warning system warns the flight crew before cabin pressure
altitude becomes unsafe.
Operation
The cabin altitude pressure switch is a normally open contact aneroid type
switch. The switch will close if the cabin pressure altitude is 10,000 feet or
higher. When the switch closes, these things happen:
The switch grounds the horn circuit, which energizes the system
The aural warning module makes an intermittent beep alarm.
When you press the HORN CUTOUT switch on the P-5 panel, these things
happen:
The K1 relay energizes through the closed pressure switch
When K1 energizes the aural warning circuit OPENS and removes the
ground signal to the aural warning module
The horn circuit loses power and the horn goes off
K1 latches itself through the pressure switch.
When the cabin altitude descends below 10,000 feet., the pressure warning
switch opens, and these things happen:
K1 de-energizes
The warning circuit is reset for the next event.
14.12.01 Page: 188

PRESSURIZATION
21−30
28V DC
BAT BUS
AURAL
WARN
28V DC
BAT BUS
PRESS
WARN
M315 AURAL WARNING
P6 CB PANEL ALTITUDE MODULE (P9)
HORN
CUTOUT
K1 CUTOUT
RELAY
CABIN ALTITUDE PANEL (P5) PRESSURE SWITCH

(FWD EE COMPT)
Figure 94 Cabin Altitude Warning Circuit

14.12.01 Page: 189
TABLE OF CONTENTS
ATA 21 AIR CONDITIONING . . . . . . . . . . . . . . . . . . 1 21-20 DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
OVERHEAD DISTRIBUTION DUCT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
ABBREVIATIONS AND ACRONYMS . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GALLEY VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
21−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 MAIN DISTRIBUTION MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
AIR COND SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2 RECIRCULATION FAN FUNCT. DESCR. . . . . . . . . . . . . . . . . . . . . . . . . 70
OVERHEAD PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 FLIGHT COMP. C0ND. AIR DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . 72
21−50 COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 PASS. CABIN C0ND. AIR DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . 74
PACK VALVE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 DOOR AREA HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
FCSOV — FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 8 DOOR AREA HEATING — FUNCT. DESCR. . . . . . . . . . . . . . . . . . . . . . 78
PACK PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 EQUIPMENT COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
PACK VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 COMPONENT LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
HEAT EXCH. AND PLENUM/DIFF. ASSEMBLY . . . . . . . . . . . . . . . . . . 14 SUPPLY AND EXHAUST FANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
RAM AIR DUCTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 AIR FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
RAM AIR INLET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 LOW FLOW SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
RAM AIR INLET CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 SUPPLY FAN FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
RAM AIR FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 EXHAUST FAN FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
RAM AIR MODULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 OVERBOARD EXHAUST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
AIR CYCLE MACHINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 OVERBOARD EXHAUST VALVE FUNCT. . . . . . . . . . . . . . . . . . . . . . . . 96
COMPRESSOR/TURBINE OVERHEAT SW . . . . . . . . . . . . . . . . . . . . . 28 21−50 COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
WATER SEPARATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 COOLING — FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 98
2_ C ANTI ICE CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 PNEUMATIC CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
25 CONTROLLER BITE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 RAM AIR SYSTEM−FUNCTIONAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
2_ C ANTI ICE CONTROL SYSTEM FUNCTIONAL . . . . . . . . . . . . . . 36 HEAT EXCH. AND WATER EXTR. DESCR. . . . . . . . . . . . . . . . . . . . . . 104
21−60 TEMPERATURE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 38 WATER EXTRACTOR DUCT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
TEMPERATURE SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 PRIMARY WATER EXTRACTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
TEMPERATURE CONTROL OPERATION . . . . . . . . . . . . . . . . . . . . . . . 42 PACK TEMPERATURE CONTROL VALVES . . . . . . . . . . . . . . . . . . . . . 110
CABIN TEMPERATURE CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . 46 TEMP. CONTROL VALVES SCHEMATIC DESCRIPTION . . . . . . . . . 112
AIR CONDITIONING ACCESSORY UNIT . . . . . . . . . . . . . . . . . . . . . . . 48 MIX MANIFOLD TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . 114
CABIN TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 21−60 TEMPERATURE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . 116
CABIN TEMP. SENSOR FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 TRIM AIR PRESSURE REGULATING VALVE . . . . . . . . . . . . . . . . . . . . 116
MIXING VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 TRIM AIR MODULATING VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
AIR MIX VALVE POSITION INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . 56 THERMAL SENSING UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
CABIN TEMP. MOD. PRINTED CIRCUIT ASSEMBLY . . . . . . . . . . . . . 58 AIR CONDITIONING ACCESSORY UNIT . . . . . . . . . . . . . . . . . . . . . . . 122
TEMPERATURE INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 PACK/ZONE TEMPERATURE CONTROLLER . . . . . . . . . . . . . . . . . . . 124
June 2004
Page i
TABLE OF CONTENTS
TEMPERATURE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 CABIN ALTITUDE WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
PACK/ZONE TEMPERATURE CONTROL . . . . . . . . . . . . . . . . . . . . . . 128
UNBALANCED COOLEST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
UNBALANCED AVERAGE MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
FLIGHT COMP. TEMP. CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . 134
PASS. COMPARTMENT TEMP. CONTROL SYSTEM . . . . . . . . . . . . . 136
FLIGHT COMP. AND FWD PASS. ZONE IND. SYSTEM . . . . . . . . . . 138
LIGHT INDICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
21−20 DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
CONDITIONED AIR DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
MIX MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
RIGHT RECIRCULATION FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
LEFT RECIRCULATION FAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
21-30 PRESSURIZATION CONTROL . . . . . . . . . . . . . . . . . . . . . . . . 148
PRESS. CONTROL — GENERAL DESCRIPTION . . . . . . . . . . . . . . . . 150
PRESS. CONTROL MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
CABIN PRESSURE CONTROLLER (CPC) . . . . . . . . . . . . . . . . . . . . . . 154
CABIN PRESSURE CONTROLLER BITE . . . . . . . . . . . . . . . . . . . . . . . 156
EXISTING FAULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
FAULT HISTORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
DISPLAY TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
AFT OUTFLOW VALVE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
POSITIVE PRESSURE RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . 166
SAFETY RELIEF VALVE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 168
NEGATIVE PRESSURE RELIEF VALVE . . . . . . . . . . . . . . . . . . . . . . . . 170
CARGO COMP. BLOWOUT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
AUTO MODE FLIGHT PROFILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
AUTO MODE FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 176
AUTO FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
OFF SCHEDULED DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
MANUAL MODE FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . 182
MANUAL MODE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
CABIN PRESS. IND. AND ALT. WARN. SYST. . . . . . . . . . . . . . . . . . . . 186
FRA US/T−4 Gitzen June 2004

Page ii
TABLE OF FIGURES
Figure 1 Air Conditioning System Schematic . . . . . . . . . . . . . . . . . . 3 Figure 36 Flight Compartment Airflow . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 2 Overhead Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 Passenger Cabin Airflow . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 3 Pack Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Door Area Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 4 Pack Flow Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Door Area Heating System Schem. . . . . . . . . . . . . . . . . . 79
Figure 5 Pack Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 Equipment Cooling General . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 6 Pack Valve Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 Equip. Cooling Components . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 7 Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 Supply and Exhaust Fan General . . . . . . . . . . . . . . . . . . 85
Figure 8 RAM AIR DUCTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 Low Flow Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 9 Ram Air Mod. Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 Low Flow Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 10 Ram Air Control Temp. Sensor . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 Supply Fan Funct. Schem. . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 11 Ram Air System Schematic . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Exhaust Fans Funct. Schem. . . . . . . . . . . . . . . . . . . . . . . 93
Figure 12 Ram Air Modulating System Schematic . . . . . . . . . . . . . 25 Figure 47 Overboard Exhaust Valve . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 13 Air Cycle Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Exhaust Valve Functional Schem. . . . . . . . . . . . . . . . . . . 97
Figure 14 Compressor Discharge/ Turbine Inlet Ovht Sw . . . . . . . 29 Figure 49 Air Conditioning System Schematic . . . . . . . . . . . . . . . . . 99
Figure 15 Water Separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 Overhead Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 16 2_ C Anti Ice Valve and Sensor . . . . . . . . . . . . . . . . . . . . 33 Figure 51 Ram Air System Electrical Schematic . . . . . . . . . . . . . . . 103
Figure 17 2_ C Anti Ice Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 Condenser & Reheater . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 18 2_ C Anti Ice Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 Water Extractor Duct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 19 Temperature Control System Schematic . . . . . . . . . . . . . 39 Figure 54 Primary Water Extractor . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 20 Temperature Control Sensors . . . . . . . . . . . . . . . . . . . . . . 41 Figure 55 Temperature Control Valves . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 21 Temperature Control Manual Mode . . . . . . . . . . . . . . . . . 43 Figure 56 Temperature Control Valve Schematic . . . . . . . . . . . . . . 113
Figure 22 Temperature Control Auto . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 57 Mix Manifold Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 23 Cabin Temperature Controller . . . . . . . . . . . . . . . . . . . . . . 47 Figure 58 Trim Air Press. Regulator . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 24 Air Conditioning Accessory Unit . . . . . . . . . . . . . . . . . . . 49 Figure 59 Trim Air Modulating Valve . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 25 Passenger and Control Cabin Sensors . . . . . . . . . . . . . . 51 Figure 60 Duct Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 26 Passenger and Control Cabin Sensor Fan . . . . . . . . . . . 53 Figure 61 Air Cond. Accessory Unit . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 27 Mixing Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 62 Pack / Zone Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 28 Mix Valve Position Ind. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 63 Temp. Contr. Balanced Mode . . . . . . . . . . . . . . . . . . . . . . 127
Figure 29 Cabin Temp. Mod. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 64 Pack/Zone Temperature Control . . . . . . . . . . . . . . . . . . . . 129
Figure 30 Temperature Indicating System . . . . . . . . . . . . . . . . . . . . 61 Figure 65 Temp. Contr. Unbalanced Coolest Mode . . . . . . . . . . . . . 131
Figure 31 Distribution General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Figure 66 Temp. Contr. Unbalanced Average Mode . . . . . . . . . . . . 133
Figure 32 Pass. Cabin Overhead Distr. . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 67 Flight Comp. Temp. Contr. System . . . . . . . . . . . . . . . . . 135
Figure 33 Galley Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 68 Pass. Comp. Temp. Contr. System . . . . . . . . . . . . . . . . . 137
Figure 34 Main Distribution Manifold . . . . . . . . . . . . . . . . . . . . . . . . . 69 Figure 69 Pass.Comp. Temp. Contr. System . . . . . . . . . . . . . . . . . . 139
Figure 35 Recirculation System Schematic . . . . . . . . . . . . . . . . . . . 71 Figure 70 Pack Light Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
June 2004
Page iii
TABLE OF FIGURES
Figure 71 Distribution System General . . . . . . . . . . . . . . . . . . . . . . . 143
Figure 72 Mix Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Figure 73 Right Recirculation Fan Circuit . . . . . . . . . . . . . . . . . . . . . 147
Figure 74 Pressurization Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Figure 75 Press. Control Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Figure 76 Press. Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Figure 77 Cabin Press. Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Figure 78 CPC-Bite (Main Menu) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
Figure 79 CPC-Bite (Existing Faults) . . . . . . . . . . . . . . . . . . . . . . . . . 159
Figure 80 CPC-Bite (Fault History) . . . . . . . . . . . . . . . . . . . . . . . . . . 161
Figure 81 CPC-Bite (Ground Tests) System Test . . . . . . . . . . . . . . 163
Figure 82 CPC-Bite (Ground Test) Display Test . . . . . . . . . . . . . . . 165
Figure 83 Aft Outflow Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
Figure 84 Pressure Relief Valve Schematic . . . . . . . . . . . . . . . . . . . 169
Figure 85 Negative Pressure Relief Valve . . . . . . . . . . . . . . . . . . . . 171
Figure 86 Blowout Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
Figure 87 Auto Mode Flight Profil . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
Figure 88 Auto Mode Functional Schematic . . . . . . . . . . . . . . . . . . . 177
Figure 89 Auto Fail Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
Figure 90 Off Schedule Descent Circuit . . . . . . . . . . . . . . . . . . . . . . 181
Figure 91 Press. Contr. Manual Mode . . . . . . . . . . . . . . . . . . . . . . . . 183
Figure 92 Manual Mode Elec. Schematic . . . . . . . . . . . . . . . . . . . . . 185
Figure 93 Cabin Pressure & Altitude Warning System . . . . . . . . . . 187
Figure 94 Cabin Altitude Warning Circuit . . . . . . . . . . . . . . . . . . . . . 189
June 2004
Page iv
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B737-6 21 Jar B1 e (Jun2004 CMP)

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Training Manual

ATA 21 AIR CONDITIONING

− 120C (Distribution Manifold) ...........pack valve closes.

SUPPLY DUCT TEMP. BULB L TEMP SELECTOR L PACK

LEFT PACK SHOWN RIGHT PACK SIMILAR

Figure 1 Air Conditioning System Schematic

OVERHEAD PANEL DESCRIPTION

Trip Reset Switch Ram Door Full Open Light (blue)

RECIRC FAN RECIRCULATION FAN

WING WING AUTO AUTO

P5−10 PNEUMATIC CONTROL PANEL P5−17 TEMPERATURE CONTROL PANEL

Figure 2 Overhead Control Panel

flow (cfm) is supplied to the air conditioning pack.

AIR CONDITIONING COMPARTMENTS

CABIN PRESSURE SENSE PORT MANUAL CONTROL ROD

FCSOV — FUNCTIONAL DESCRIPTION

Figure 4 Pack Flow Control

Training Information Point

FRA US/E gz 21.09.00 Page: 10

28V DC OFF OPEN

LEFT PACK SWITCH LEFT PACK

TRIP RESET SWITCH 121C

AIR CONDITIONING/BLEED AIR LEFT PACK DISCHARGE

Figure 5 Pack Protection

Figure 6 Pack Valve Schematic

HEAT EXCH. AND PLENUM/DIFF. ASSEMBLY

ACCESS PANEL FAN BYPASS

AIR CONDITIONING COMPARTMENTS

PRIMARY HEAT MOUNTING

Figure 7 Heat Exchanger

RAM AIR DUCTS

FLEX DUCT RAM AIR INLET DUCT

PRIMARY HX RAM AIR INLET

RAM AIR DUCTS

Figure 8 RAM AIR DUCTS

RAM AIR INLET

FWD RAM AIR INLET

Figure 9 Ram Air Mod. Panel

RAM AIR INLET CONTROLLER

FRA US/E gz 21.09.00 Page: 20

AIR CONDITIONING COMPARTMENT

RAM AIR INLET

RAM AIR CONTROL TEMPERATURE SENSOR

Figure 10 Ram Air Control Temp. Sensor

RAM AIR FUNCTION

CLOSE RAM AIR

P6 CB PANEL AIR TRAILING EDGE

Figure 11 Ram Air System Schematic

RAM AIR MODULATION

MODULATION RANGE DEFLECTOR RANGE

MODULATING CLOSED 4 3 2 1 MODULATION

RAM DOOR MOVES FLIGHT

TOUCH− MOVES MOVES TO

Figure 12 Ram Air Modulating System Schematic

AIR CYCLE MACHINE

the heat exchangers when the airplane is on the ground.

AIR CONDITIONING − COOLING − AIR CYCLE MACHINE

COMPRESSOR DISCHARGE SECONDARY HEAT

Figure 14 Compressor Discharge/ Turbine Inlet Ovht Sw

Features WATER SPRAY INJECTOR

%" ! "  ! 

2 C ANTI ICE CONTROL SYSTEM

A. POSITION PACK SWITCH TO OFF.

%" ! " !

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