Air Systems R 01

737-300/400
AIR SYSTEMS
PT. METRO BATAVIA

Directorate of Operational Main Menu Start Over Quit Previous Next Version 1.0 Slide 1 of 120
737-300/400 Pneumatic Schematic
Riser to flight To cabin
deck (right sidewall riser)
Ground pneumatic air
From forward
(air start cart)
cargo compartment T
Deflector door shroud Deflector door
To cabin
T (left sidewall riser)
Recirc
Ram air inlet door fan T Ram air inlet door
Supply T
Ram air inlet duct temp Ram air inlet
T
To wing To wing
Air Mix Manifold anti-ice
Start valve anti-ice Start valve
To starter To starter
Right duct
Pre-cooler Ground air conditioning pressure Pre-cooler
(fan air) Pre-cooler Left duct P P Pre-cooler (fan air)
pressure Isolation valve
5th stage air 5th stage air
To cowl Bleed T Left To hydraulic To hydraulic Right T Bleed To cowl
anti-ice valve PACK reservoir reservoir PACK valve anti-ice
(“A” & “B”) (“A” & “B”)
9th stage Overboard valve valve Overboard
9th stage
air To air
9th stage P T water T P 9th stage
modulating tank modulating
and shutoff Pre-cooler Pre-cooler and shutoff
valve Water Water valve
temp sensor separator separator temp sensor
Air mix Air mix

No. 1 engine valves valves No. 2 engine
Hot Cold Cold Hot
T T T T
Left PACK Right PACK
APU
bleed
Turbofan valve Turbofan
valve Turbofan Turbofan valve
Ram air APU Ram air

exhaust louvers exhaust louvers
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5th stage air

Bleed
valve
9th stage
air
9th stage
modulating
and shutoff
valve
No. 1 engine
TheNo.
The No.11engine
enginesupplies
supplies
either 5
th or 9
th
th stage bleed air
th
either 5 or 9 stage bleed air
tothe
to thepneumatic
pneumaticmanifold.
manifold.
Bleed air from the 55th stage
Bleed air from the stageis is
th
normally utilized, while

normally utilized, while 9 9 th
th
stagebleed
stage bleedair
airis isutilized
utilizedwhen
when
the engine rpm
the engine rpm is low.is low.
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5th stage air

To cowl Bleed
anti-ice valve
9th stage
air
9th stage
modulating
and shutoff
valve
No. 1 engine
Theengine
The engineanti-ice
anti-iceplumbing
plumbingis is
prior to the engine bleed valve.
Therefore,engine
Therefore, engineanti-ice
anti-iceis
is
available regardless of
available regardless of the the
positionof
position ofthe
thebleed
bleedvalve
valve
(open or closed).
(open or closed).
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5th stage air

To cowl Bleed
anti-ice valve
9th stage
air
9th stage P T
modulating
and shutoff
valve
No. 1 engine
Theleft
The leftBLEED
BLEEDTRIP
TRIPOFFOFFlight
light
illuminates whenever the No. 11
illuminates whenever the No.
enginepressure
engine pressureorortemperature
temperature
exceeds a predetermined limit,
exceeds a predetermined limit,
which in turn will automatically
which in turn will automatically
closethe
close thebleed
bleedvalve.
valve.
PT. METRO BATAVIA

Pre-cooler
(fan air) Pre-cooler
5 stage air
th
To cowl Bleed T
anti-ice valve
9th stage Overboard
air
9th stage P T
modulating
and shutoff Pre-cooler
valve temp sensor
No. 1 engine
Thepre-cooler
The pre-coolertemp
tempsensor
sensor
measures the temperature
measures the temperature of of
the bleed air. If needed, it will
sendan
send anelectrical
electricalsignal
signalto to
open the pre-cooler valve
whichthen
which thenallows
allowsfan
fanair
airto
to
cool the bleed air.
cool the bleed air.
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Start valve
To starter
Pre-cooler
(fan air) Pre-cooler
5 stage air
th
To cowl Bleed T
anti-ice valve
9th stage Overboard
air
9th stage P T
modulating
valve temp sensor
No. 1 engine
Bleedair
Bleed airis
isrequired
requiredto
tostart
startan
an
engine. This air may originate
fromthe
from theAPU,
APU,aaground
groundsource,
source,
or the other engine.
PT. METRO BATAVIA

To left wing
anti-ice
Start valve
To starter
Pre-cooler
(fan air) Pre-cooler Left duct P
5th stage air
To cowl Bleed T
anti-ice valve
9th stage Overboard
air
9th stage P T
modulating
valve temp sensor
No. 1 engine
Bleedair
Bleed airfrom
fromthe theNo.No.11engine
engine
is normally utilized for left
is normally utilized for left wing wing
anti-ice. If bleed air from
anti-ice. If bleed air from the the
No. 1 engine is not available,
No. 1 engine is not available,
bleedair
bleed airfrom
fromthetheNo.No.22engine
engine
may be utilized if the isolation
may be utilized if the isolation
valveis
valve isopen.
open.
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To left wing
anti-ice
Start valve
To starter
Pre-cooler
5th stage air
To cowl Bleed T To hydraulic
anti-ice valve reservoir
(“A” & “B”)
9th stage Overboard
air
9th stage P T
modulating
valve temp sensor
No. 1 engine
Pneumaticpressure
Pneumatic pressurefor
forboth
both
“A” and “B” hydraulic
reservoirsmay
reservoirs maybe betaken
takenfrom
from
the left side of the pneumatic
the left side of the pneumatic
manifold.
manifold.
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To left wing
anti-ice
Start valve
To starter
Pre-cooler
5th stage air
To cowl Bleed T To hydraulic
anti-ice valve reservoir
(“A” & “B”)
9th stage Overboard
air
9th stage P T
modulating
valve temp sensor
No. 1 engine
APUbleed
APU bleedair
airenters
entersthe
the
pneumatic manifold on the
pneumatic manifold on the left left
side of the isolation valve.
side of the isolation valve.
APU
bleed
valve
APU
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To left wing
anti-ice
Start valve
To starter
Pre-cooler
5th stage air
To cowl Bleed T Left To hydraulic
anti-ice valve PACK reservoir
(“A” & “B”)
9th stage Overboard valve
air
9th stage P T
modulating
valve temp sensor
No. 1 engine
Bleedair
Bleed airto
tothe
theleft
leftPressure
Pressure
and Air Conditioning
and Air Conditioning Kit Kit
(PACK) normally originates
(PACK) normally originates
fromthe
theNo.
No.11engine.
engine. IfIfthe
the Left PACK
from
No. 1 engine bleed air is
No. 1 engine bleed air is not not
available,APU
available, APUbleed
bleedairairmay
maybe be APU
utilized.
utilized.
bleed
valve
APU
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To left wing
anti-ice
Start valve
To starter
Pre-cooler
5th stage air
(“A” & “B”)
air
9th stage P T
modulating
valve temp sensor
No. 1 engine
Theair
The aircycle
cyclemachine
machine(inside
(insidethe thePACK
PACK
bay) consists of a compressor and aa
bay) consists of a compressor and T T
turbine. Its
turbine. Itsfunction
functionis istotoassist
assistinin
cooling the bleed air. A temperature Left PACK
cooling the bleed air. A temperature
sensormeasures
sensor measuresbleed
bleedair airexiting
exitingthethe
compressor and a temperature
compressor and a temperature sensor sensor APU
measuresbleed
measures bleedair
airentering
enteringthe theturbine.
turbine. bleed
valve
Either one of these sensors will illuminate
Either one of these sensors will illuminate
thePACK
the PACKTRIP
TRIPOFFOFFlight
lightififthe
the
predetermined temperature is
predetermined temperature is exceeded. exceeded. APU
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Deflector door
Ram air inlet door

Ram air inlet
To left wing
anti-ice
Start valve
To starter
Pre-cooler
5th stage air
(“A” & “B”)
air
9th stage P T
modulating
valve temp sensor
No. 1 engine
Ramair
Ram airis
isalso
alsoutilized
utilizedto
tocool
cool
the bleed air. This is done
the bleed air. This is done via via T T
two heat exchangers located
two heat exchangers located in in
the PACK bay. When Left PACK
the PACK bay. When
necessary,the
necessary, theturbofan
turbofanhelps
helps
draw ram air into the system.
draw ram air into the system. APU
bleed
valve
Turbofan
Ram air APU

exhaust louvers
PT. METRO BATAVIA

Deflector door
Ram air inlet door

Ram air inlet
To left wing
anti-ice
Start valve
To starter
Pre-cooler
5th stage air
(“A” & “B”)
air
9th stage P T
modulating
valve temp sensor
No. 1 engine
Theturbofan
The turbofanoperates
operatesutilizing
utilizing
bleed air.
bleed air. T T
Left PACK
APU
bleed
Turbofan valve
valve Turbofan
Ram air APU

exhaust louvers
PT. METRO BATAVIA

To cabin
(right sidewall riser)
Deflector door
To cabin
(left sidewall riser)
Ram air inlet door

Supply T
Ram air inlet duct temp
To left wing
anti-ice Air Mix Manifold
Start valve
To starter
Pre-cooler
5th stage air
(“A” & “B”)
air
9th stage P T
modulating
valve Water
temp sensor separator
Air mix
No. 1 engine valves
Asthe
As theconditioned
conditionedair airexits
exitsthe
the Hot Cold
left PACK, it then enters
left PACK, it then enters the air the air T T
mix manifold where
mix manifold where it it
combineswith withconditioned
conditionedair air Left PACK
combines
from the right PACK.
from the right PACK. The air The air
thentravels
then travelsintointothe
thecabin
cabinvia
via APU
the left and right sidewall
the left and right sidewall Turbofan
bleed
valve
risers.
risers. valve Turbofan
Ram air APU

exhaust louvers
PT. METRO BATAVIA

Deflector door
To cabin
Ram air inlet door

Supply T
To left wing T
Start valve
To starter
Pre-cooler
5th stage air
(“A” & “B”)
air
9th stage P T
modulating
valve Water
Air mix
No. 1 engine valves
Someof
Some ofthe
theconditioned
conditionedair air Hot Cold
from the left PACK is routed
from the left PACK is routed to to T T
the flight deck. In
the flight deck. In thisthis
plumbingtherethereare
aretwo
two Left PACK
plumbing
temperature sensors:
temperature sensors: one for one for
the PACK TRIP OFF light
the PACK TRIP OFF light and and APU
onefor
one forthe
the Turbofan
bleed
valve
DUCT OVERHEAT
DUCT OVERHEAT light. light. valve Turbofan
Ram air APU

exhaust louvers
PT. METRO BATAVIA

From shroud above
forward cargo
Deflector door compartment
To cabin
Recirc
Ram air inlet door fan Supply T
To left wing T
Start valve
To starter
Pre-cooler
5th stage air
(“A” & “B”)
air
9th stage P T
modulating
valve Water
Air mix
No. 1 engine valves
Therecirculation
The recirculationfan fan(RECIRC
(RECIRC Hot Cold
FAN) draws air from a
FAN) draws air from a shroud shroud T T
above the forward
above the forward cargo cargo
compartmentand anddirects
directsitit Left PACK
compartment
back into the air mix manifold.
back into the air mix manifold.
From there it is recirculated
From there it is recirculated APU
backinto
back intothe
thecabin
cabin Turbofan
bleed
valve
valve Turbofan
Ram air APU

exhaust louvers
PT. METRO BATAVIA

From shroud above
forward cargo
To cabin
Recirc
To left wing T
Start valve
To starter
Pre-cooler Ground air conditioning
5th stage air
(“A” & “B”)
air
9th stage P T
modulating
valve Water
Air mix
No. 1 engine valves
Theground
The groundair airconditioning
conditioning Hot Cold
hose is connected directlyto
hose is connected directly to T T
the air mix manifold, where
the air mix manifold, where it is it is
then routed to the cabin via the Left PACK
then routed to the cabin via the
sidewallrisers.
sidewall risers. Air
Airfrom
fromthis
this
hose is not processed by
hose is not processed by either either APU
PACK.
PACK. Turbofan
bleed
valve
valve Turbofan
Ram air APU

exhaust louvers
PT. METRO BATAVIA

From shroud above
forward cargo
To cabin
Recirc
To left wing T
Start valve
To starter
5th stage air
(“A” & “B”)
air To
9th stage P T water
modulating tank
valve Water
Air mix
No. 1 engine valves
Thepotable
The potablewater
watertank
tankhas
hasaa Hot Cold
capacity of approximately
capacity of approximately 20 20 T T
U.S. gallons and is pressurized
U.S. gallons and is pressurized
fromthe
theleft
leftside
sideof
ofthe
the Left PACK
from
pneumatic manifold.
pneumatic manifold.
APU
bleed
Turbofan valve
valve Turbofan
Ram air APU

exhaust louvers
PT. METRO BATAVIA

From shroud above
forward cargo
To cabin
Recirc
To left wing T
Start valve
To starter
To cowl Bleed T Left To hydraulic Bleed
anti-ice valve PACK reservoir valve
(“A” & “B”)
9th stage
air To air
9th stage P T water 9th stage
and shutoff Pre-cooler and shutoff
valve Water valve
Air mix
No. 1 engine valves No. 2 engine
TheNo.
The No.22engine
enginesupplies
supplies Hot Cold
either 5
th or 9
th
th stage bleed air
th
either 5 or 9 stage bleed air T T
tothe
to thepneumatic
pneumaticmanifold.
manifold.
Left PACK
Bleed air from the 55th stage
Bleed air from the stageis is
th
normally utilized, while

normally utilized, while 9 9 th
th
stagebleed
stage bleedair
airis isutilized
utilizedwhen
when APU
the engine rpm
the engine rpm is low.is low. Turbofan
bleed
valve
valve Turbofan
Ram air APU

exhaust louvers
PT. METRO BATAVIA

From shroud above
forward cargo
To cabin
Recirc
To left wing T
Start valve
To starter
To cowl Bleed T Left To hydraulic Bleed To cowl
anti-ice valve PACK reservoir valve anti-ice
(“A” & “B”)
9th stage
air To air
9th stage P T water 9th stage
valve Water valve
Air mix
Theengine
The engineanti-ice
anti-iceplumbing
plumbingis is Hot Cold
prior to the engine bleed valve. T T
Therefore,engine
Therefore, engineanti-ice
anti-iceis
is
available regardless of the Left PACK
available regardless of the
positionof
position ofthe
thebleed
bleedvalve
valve
(open or closed).
(open or closed). APU
bleed
Turbofan valve
valve Turbofan
Ram air APU

exhaust louvers
PT. METRO BATAVIA

From shroud above
forward cargo
To cabin
Recirc
To left wing T
Start valve
To starter
To cowl Bleed T Left To hydraulic Bleed To cowl
(“A” & “B”)
9th stage
air To air
valve Water valve
Air mix
Theright
The rightBLEED
BLEEDTRIP
TRIPOFF
OFF Hot Cold
light illuminates whenever
light illuminates whenever the the T T
No. 2 engine pressure
No. 2 engine pressure or or
temperatureexceeds
exceedsaa Left PACK
temperature
predetermined limit,
predetermined limit, whichwhichinin
turn will automatically close
turn will automatically close APU
thebleed
the bleedvalve.
valve. Turbofan
bleed
valve
valve Turbofan
Ram air APU

exhaust louvers
PT. METRO BATAVIA

From shroud above
forward cargo
To cabin
Recirc
To left wing T
Start valve
To starter
Pre-cooler Ground air conditioning Pre-cooler
(fan air) Pre-cooler Left duct P Pre-cooler (fan air)
To cowl Bleed T Left To hydraulic T Bleed To cowl
(“A” & “B”)
9th stage Overboard valve Overboard
9th stage
air To air
valve Water valve
temp sensor separator temp sensor
Air mix
Thepre-cooler
The pre-coolertemp
tempsensor
sensor Hot Cold
measures the temperature
measures the temperature of of T T
sendan
anelectrical
electricalsignal
signalto to Left PACK
send
whichthen
which thenallows
allowsfan
fanair
airto
to APU
cool the bleed air.
cool the bleed air. Turbofan
bleed
valve
valve Turbofan
Ram air APU

exhaust louvers
PT. METRO BATAVIA

From shroud above
forward cargo
To cabin
Recirc
To left wing T
Start valve Start valve
Pre-cooler Ground air conditioning Pre-cooler
(fan air) Pre-cooler Left duct P Pre-cooler (fan air)
(“A” & “B”)
9th stage
air To air
valve Water valve
Air mix
Bleedair
Bleed airis
isrequired
requiredto
tostart
startan
an Hot Cold
engine. This air may originate T T
fromthe
from theAPU,
APU,aaground
groundsource,
source,
or the other engine. Left PACK
APU
bleed
Turbofan valve
valve Turbofan
Ram air APU

exhaust louvers
PT. METRO BATAVIA

From shroud above
forward cargo
To cabin
Recirc
To left wing T To right wing
anti-ice Air Mix Manifold anti-ice
Right duct
(“A” & “B”)
9th stage
air To air
valve Water valve
Air mix
Bleedair
Bleed airfrom
fromthetheNo.
No.22engine
engine Hot Cold
is normally utilized for
is normally utilized for right right T T
wing anti-ice. If bleed air
wing anti-ice. If bleed air from from
the No. 2 engine is not Left PACK
the No. 2 engine is not
available,bleed
available, bleedairairfrom
fromthe theNo.No.
1 engine may be utilized
1 engine may be utilized if the if the APU
isolationvalve
isolation valveisisopen.
open. Turbofan
bleed
valve
valve Turbofan
Ram air APU

exhaust louvers
PT. METRO BATAVIA

From shroud above
forward cargo
To cabin
Recirc
Right duct
To cowl Bleed T Left To hydraulic To hydraulic T Bleed To cowl
anti-ice valve PACK reservoir reservoir valve anti-ice
(“A” & “B”) (“A” & “B”)
9th stage
air To air
valve Water valve
Air mix
Pneumaticpressure
Pneumatic pressurefor
forboth
both Hot Cold
“A” and “B” hydraulic T T
reservoirsmay
reservoirs maybe betaken
takenfrom
from
the right side of the pneumatic Left PACK
the right side of the pneumatic
manifold.
manifold.
APU
bleed
Turbofan valve
valve Turbofan
Ram air APU

exhaust louvers
PT. METRO BATAVIA

From shroud above
forward cargo
To cabin
Recirc
Right duct
(“A” & “B”) (“A” & “B”)
9th stage
air To air
valve Water valve
Air mix
Bleedair
Bleed airtotothe
theright
rightPACK
PACK Hot Cold
normally originates from
normally originates from the the T T
No. 2 engine. If the No. 22
No. 2 engine. If the No.
enginebleed
bleedair
airis
isnot
not Left PACK Right PACK
engine
available, APU bleed air
available, APU bleed air may maybebe
utilized if the isolation valve
utilized if the isolation valve is is APU
open.
open. Turbofan
bleed
valve
valve Turbofan
Ram air APU

exhaust louvers
PT. METRO BATAVIA

From shroud above
forward cargo
To cabin
Recirc
Right duct
(“A” & “B”) (“A” & “B”)
9th stage
air To air
valve Water valve
Air mix
Theair
The aircycle
cyclemachine
machine(inside (insidethe
the Hot Cold
PACK bay) consists of
PACK bay) consists of a compressora compressor T T T T
andaaturbine.
and turbine. Its
Itsfunction
functionis isto
toassist
assist
in cooling the bleed air. A temperature Left PACK Right PACK
in cooling the bleed air. A temperature
sensormeasures
sensor measuresbleed bleedair airexiting
exitingthe
the
compressor and a temperature
compressor and a temperature sensor sensor APU
measuresbleed
measures bleedair airentering
enteringthe the Turbofan
bleed
valve
turbine. Either one of these
turbine. Either one of these sensors sensors valve Turbofan
willilluminate
will illuminatethe thePACK
PACKTRIP TRIPOFFOFF
light if the predetermined temperature Ram air APU
light if the predetermined temperature exhaust louvers
isexceeded.
is exceeded.
PT. METRO BATAVIA

From shroud above
forward cargo
Deflector door compartment Deflector door
To cabin
Recirc
Ram air inlet door fan Ram air inlet door
Supply T
Right duct
(“A” & “B”) (“A” & “B”)
9th stage
air To air
valve Water valve
Air mix
Ramair
Ram airis
isalso
alsoutilized
utilizedto
tocool
cool Hot Cold
the bleed air. This is done
the bleed air. This is done via via T T T T
two heat exchangers located
two heat exchangers located in in
the PACK bay. When Left PACK Right PACK
the PACK bay. When
necessary,the
necessary, theturbofan
turbofanhelps
helps
draw ram air into the system.
draw ram air into the system. APU
bleed
Turbofan valve
valve Turbofan Turbofan
Ram air APU Ram air

PT. METRO BATAVIA

From shroud above
forward cargo
To cabin
Recirc
Supply T
Right duct
(“A” & “B”) (“A” & “B”)
9th stage
air To air
valve Water valve
Air mix
Theturbofan
The turbofanoperates
operatesutilizing
utilizing Hot Cold
bleed air.
bleed air. T T T T
APU
bleed
Ram air APU Ram air

PT. METRO BATAVIA

From shroud above
forward cargo
To cabin
Recirc
Supply T
Right duct
(“A” & “B”) (“A” & “B”)
9th stage
air To air
Air mix Air mix

Asthe theconditioned
conditionedair airexits
exitsthe
the Hot Cold Cold Hot
As
right PACK, it then enters
right PACK, it then enters the the T T T T
airmix
air mixmanifold
manifoldwhere
whereitit
combines with conditioned air Left PACK Right PACK
combines with conditioned air
from the left PACK.
from the left PACK. The airThe air
thentravels
then travelsinto
intothe
thecabin
cabinviavia APU
the left and right sidewall
the left and right sidewall Turbofan
bleed
Turbofan
valve
risers.
risers. valve Turbofan Turbofan valve
Ram air APU Ram air

PT. METRO BATAVIA

From shroud above
forward cargo T
To cabin
Recirc
Supply T
Right duct
(“A” & “B”) (“A” & “B”)
9th stage
air To air
Air mix Air mix

Inthe
theright
rightsidewall
sidewallriser
riser Hot Cold Cold Hot
In
plumbing there are
plumbing there are two two T T T T
temperature sensors:
temperature sensors: one forone for
the PACK TRIP OFF light and Left PACK Right PACK
the PACK TRIP OFF light and
onefor
one forthe
the
DUCT OVERHEAT
DUCT OVERHEAT light. light. APU
bleed
Ram air APU Ram air

PT. METRO BATAVIA

From shroud above
(air start cart)
forward cargo T
To cabin
Recirc
Supply T
Right duct
(“A” & “B”) (“A” & “B”)
9th stage
air To air
Air mix Air mix

Hot
IfIfnecessary,
necessary,ground
groundpneumatic
pneumatic Hot Cold Cold
air may be connected
air may be connected to tothe
the T T T T
aircraft to start an engine or
aircraft to start an engine or
operate either PACK. Left PACK Right PACK
operate either PACK.
APU
bleed
valve Turbofan valve
This concludes the review of the Pneumatic Schematic. The next section
Turbofan
Ram air Ram air

will discuss Bleed Air/Air Conditioning
exhaust louvers
Controls
APU and Indicators. Click Next to continue.
exhaust louvers
PT. METRO BATAVIA

Bleed Air/400 and Air Conditioning
Controls and Indicators
Forward Overhead Panel
PT. METRO BATAVIA

Bleed Air and Air Conditioning
DUAL BLEED Light:
Illuminated –
Indicates that the potential of back-pressuring the
APU exists.
The following scenarios will result in illumination

of the DUAL BLEED light:
• No. 1 engine bleed air switch ON and APU bleed
air valve open.
• No. 2 engine bleed air switch ON, APU bleed air
valve open, and isolation valve open.
PT. METRO BATAVIA

RAM DOOR FULL OPEN lights:
Illuminated –
Respective ram air inlet door is in the full-open
position.
See picture of See picture of

left ram air inlet door right ram air inlet door
PT. METRO BATAVIA

RECIRC FAN Switch:
AUTO –
The recirculation fan is signaled to operate. The
recirculation fan will not operate if both PACK’s
are operating and either PACK switch is
positioned to HIGH.
OFF –
The recirculation fan is signaled OFF.
PT. METRO BATAVIA

Bleed Air Duct Pressure Indicator:
• Indicates the pressure (psi) in the left and right
pneumatic manifold.
• Two needles, “L” and “R”.
PT. METRO BATAVIA

Wing-Body OVHT TEST Switch:
Push –
• Tests the circuits for the wing-body overheat
system.
• Illuminates both WING-BODY OVERHEAT lights.
• Test may take up to five seconds to complete.
PT. METRO BATAVIA

Air Conditioning PACK Switches (Left and Right):
OFF –
Respective PACK signaled OFF (PACK valve closes).
AUTO –
• With both PACK’s operating, each PACK
regulates to the “low flow” mode (55 pounds/min.).
• With only one PACK operating (in flight with
trailing edge flaps “up”), the operating PACK
regulates to the “high flow” mode (80 pounds/min.).
• When only one PACK is operating and utilizing
the APU as the bleed air source (both engine bleed
air switches OFF), the operating PACK regulates to
the “high flow” mode (80 pounds/min.).
HIGH –
• Respective PACK regulates to the “high flow” mode
(80 pounds/min.).
• While on the ground and operating one PACK with
APU bleed air, the operating PACK regulates to the
“APU high air flow” mode (100 pounds/min.).
PT. METRO BATAVIA
ISOLATION VALVE Switch:
CLOSE –
Closes isolation valve.
AUTO –
• Isolation valve will close if both BLEED switches
are positioned to ON and both PACK switches are
positioned to either AUTO or HIGH.
• Isolation valve will automatically open if any one of
the “four corner” switches (BLEED or PACK) are
positioned to OFF.
OPEN –
Opens isolation valve.
PT. METRO BATAVIA

Engine BLEED Air Switches (labeled “1” and “2”):
OFF –
Closes respective engine bleed air valve.
ON –
Opens respective engine bleed air valve when
related engine is operating.
Note: The engine bleed air valves are electrically

activated and pneumatically operated, therefore
bleed air from the respective engine is required for
the valve to remain open.
PT. METRO BATAVIA

APU BLEED Air Switch:
OFF –
Closes APU bleed air valve.
ON –
Opens APU bleed air valve when APU is operating.
Note: The APU bleed air valve is electrically

activated and pneumatically operated, therefore
bleed air from the APU is required for the valve to
remain open.
PT. METRO BATAVIA

PACK TRIP OFF Lights:
Illuminated –
• Respective PACK temperature or respective
supply duct has exceeded limits.
• Respective PACK valve automatically closes and
air mix valves drive to the “full-cold” position.
Note: To reset (extinguish) the PACK TRIP OFF light

and regain control of the PACK valve, the TRIP
RESET switch must be pushed.
Note: The “full-cold” position of the air mix valves

is defined as the cold air mix valve being full-open
and the hot air mix valve being full-closed.
PT. METRO BATAVIA

WING-BODY OVERHEAT Lights:
Illuminated –
• Left light indicates a bleed air duct leak in the left
pneumatic manifold.
• Right light indicates a bleed air duct leak in the
right pneumatic manifold.
PT. METRO BATAVIA

BLEED TRIP OFF Lights:
Illuminated –
• Excessive bleed air temperature or pressure from
respective engine.
• Respective engine bleed air valve automatically
closes.
Note: To reset (extinguish) the BLEED TRIP OFF

light and regain control of the bleed valve, the TRIP
RESET switch must be pushed.
PT. METRO BATAVIA

TRIP RESET Switch:
Push –
Will reset (extinguish) PACK TRIP OFF, BLEED TRIP
OFF and DUCT OVERHEAT lights, if condition that
initiated the fault has been corrected.
Note: Lights remain illuminated until reset.
PT. METRO BATAVIA

PT. METRO BATAVIA

AIR TEMP Source Selector:
SUPPLY DUCT –
Selects the main distribution supply duct sensor.
Air temperature at the sensor is then displayed on
the air temperature indicator.
Note: This sensor is located in the flight deck aft of

the aft overhead panel.
PASS CABIN –
Selects passenger cabin sensor. Air temperature at
the sensor is then displayed on the air temperature
indicator.
Note: This sensor is located in the forward half of

the passenger cabin, aircraft right, on the underside
of one of the overhead stowage compartments.
PT. METRO BATAVIA

AIR MIX VALVE Indicators:
• Indicates position of the air mix valves (left
indicator is for the left PACK air mix valves; right
indicator is for the right PACK air mix valves).
• Controlled automatically when the respective
temperature selector is in AUTO.
• Controlled manually when the respective
temperature selector positioned to MANUAL.
PT. METRO BATAVIA

TEMP (Air Temperature) Indicator:
Indicates temperature at location selected by the
AIR TEMP source selector.
PT. METRO BATAVIA

DUCT OVERHEAT Lights:
Illuminated –
• Bleed air in respective duct exceeds limits (left
DUCT OVERHEAT sensor located in the supply
duct leading to the flight deck; right DUCT
OVERHEAT sensor located in the right sidewall
riser leading to the passenger cabin).
• Respective PACK air mix valves drive to the
“full-cold” position.
Note: To reset (extinguish) the DUCT OVERHEAT

light and regain control of the air mix valves, the
TRIP RESET switch must be pushed.
Note: The “full-cold” position of the air mix valves

is defined as the cold air mix valve being full-open
and the hot air mix valve being full-closed.
PT. METRO BATAVIA

CONT CABIN & PASS CABIN Temperature Selectors:
Two modes (AUTO & MANUAL) –
AUTO –
Left temperature selector allows an automatic
temperature controller to control the temperature of
the control cabin (flight deck). Right temperature
selector allows an automatic temperature controller
to control the temperature of the passenger cabin.
MANUAL –
The automatic temperature controller is bypassed
and the air mix valves are now manually controlled.
This concludes the review of the Bleed Air/Air Conditioning Controls and Indicators.
The next section will discuss the Cabin Pressurization Panel and various other panels.
Click Next to continue.
PT. METRO BATAVIA

Cabin Pressurization Panel
PT. METRO BATAVIA

AUTO FAIL Light:
Illuminated –
• Automatic pressurization control failure due to any
one of the following three conditions:
 Loss of AC power for more than 15 seconds
 Excessive rate of cabin pressure change
(+/- 1800 feet/min.)
 Cabin altitude in excess of 13,875 feet
• Control of pressurization automatically transfers to
STANDBY mode.
PT. METRO BATAVIA

OFF SCHED DESCENT Light:
Illuminated –
Aircraft descends before reaching within 0.25 psi of
the altitude which has been set in the FLT ALT
indicator.
PT. METRO BATAVIA

STANDBY Light:
Illuminated –
Pressurization system operating in the STANDBY
mode.
PT. METRO BATAVIA

MANUAL Light:
Illuminated –
Pressurization system operating in the MANUAL
mode.
PT. METRO BATAVIA

FLT ALT Indicator:
• Indicates selected cruise altitude.
• Selected cruise altitude is set prior to takeoff.
PT. METRO BATAVIA

FLT ALT Selector:
Push and rotate to set planned cruise altitude in
FLT ALT indicator.
Note: If the flight altitude selector is depressed

during the climb when operating in the AUTO mode,
the automatic abort capability to the takeoff field
elevation will be lost.
PT. METRO BATAVIA

LAND ALT Indicator:
• Indicates field elevation of the airport of intended
landing.
• Field elevation of the airport of intended landing is
set prior to takeoff.
PT. METRO BATAVIA

LAND ALT Selector:
• Rotate to set field elevation of airport of intended
landing in LAND ALT indicator.
• Large diameter control sets 1000 foot increments.
• Small diameter control sets 10 foot increments.
PT. METRO BATAVIA

CABIN RATE Selector:
DECR –
Cabin altitude rate of change equals 50 feet/min.
Index –
INCR –
Note: Operates only with the pressurization mode

selector in STBY.
PT. METRO BATAVIA

CAB ALT Indicator:
• Indicates selected cabin altitude.
• Utilized when operating in the STANDBY mode.
PT. METRO BATAVIA

CAB ALT Selector:
• Rotate to select desired cabin altitude.
• Large diameter control sets 1000 foot increments.
• Small diameter control sets 10 foot increments.
PT. METRO BATAVIA

Main outflow VALVE Position Indicator:
• Indicates position of main outflow valve.
• Operates in all three modes (AUTO, STANDBY, and
MANUAL).
PT. METRO BATAVIA

Main Outflow Valve Switch:
(spring-loaded to center)
CLOSE –
Closes main outflow valve electrically when the
pressurization mode selector is in the MAN AC or
MAN DC position.
OPEN –
Opens main outflow valve electrically when the
pressurization mode selector is in the MAN AC or
MAN DC position.
PT. METRO BATAVIA

FLT/GRD Switch:
AUTO Mode –
• GRD –
On the ground, drives the main outflow valve to the full-
open position at a controlled rate and depressurizes the
aircraft. After takeoff, switch is inhibited; function is the
same as FLT position.
• FLT –
On the ground, pressurizes cabin to approximately 200 feet
below takeoff field elevation. After takeoff, cabin pressure
is automatically controlled in both the climb and
decent phase as a function of airplane altitude. In
the cruise phase, cabin pressure is held constant.
STANDBY Mode –
• GRD –
On the ground, drives the main outflow valve open at the
rate selected by the cabin rate selector. After takeoff,
switch is inhibited; function is the same as FLT position.
• FLT –
Pressurizes the aircraft to the cabin altitude selected in the
cabin altitude indicator at the rate selected by the cabin rate
selector.
PT. METRO BATAVIA

Pressurization Mode Selector:
AUTO –
Pressurization system is controlled automatically.
STBY –
Pressurization system is controlled utilizing the
STANDBY mode.
MAN AC –
Pressurization system is controlled manually by the
main outflow valve switch. Main outflow valve
operates utilizing AC power. All auto and standby
circuits are bypassed.
MAN DC –
Pressurization system is controlled manually by the
main outflow valve switch. Main outflow valve
operates utilizing DC power. All auto and standby
circuits are bypassed.
CHECK –
Tests auto failure function of the AUTO system.
PT. METRO BATAVIA
Cabin/Flight Altitude Placard:
Used to determine the setting for cabin altitude
(CAB ALT) when operating in the STANDBY and
MANUAL modes.
PT. METRO BATAVIA

Cabin Altitude Panel
PT. METRO BATAVIA

CABIN ALT/DIFF PRESS Indicator:
Inner Scale (small white needle) –
Indicates cabin altitude in feet.
Outer Scale (large white needle) –

Indicates the difference between cabin pressure and
ambient pressure in psi (differential pressure).
PT. METRO BATAVIA

CABIN CLIMB Indicator:
Indicates cabin rate of climb in feet/min.
PT. METRO BATAVIA

ALT HORN CUTOUT:
Push –
Silences the intermittent cabin altitude warning horn.
Note: Altitude warning horn sounds when the cabin

altitude reaches 10,000 feet. To reset this warning
system, cabin must be brought back below
10,000 feet.
Listen to the cabin

altitude warning horn
Note: The sound of the cabin altitude warning horn

is the same sound as the takeoff configuration
warning horn.
PT. METRO BATAVIA

Equipment Cooling Panel
PT. METRO BATAVIA

EQUIP COOLING Fan:
NORMAL –
Normal cooling exhaust fan is activated.
ALTERNATE –
Alternate cooling exhaust fan is activated.
Note: Both cooling exhaust fans are located in the

equipment and electronics (E&E) bay.
PT. METRO BATAVIA

EQUIP COOLING Fan OFF Light:
Illuminated –
No airflow from selected (normal or alternate)
cooling fan.
Note: If the OFF light illuminates when the aircraft is

on the ground with one or both IRU’s powered, the
crew call horn (located in the nose wheel well) will
sound after a 19 second delay. This is to alert the
ground crew of an impending overheat condition in
the IRU(s). The horn will sound until airflow is
restored.
This concludes the review of Air System Panels. The remainder

of the presentation will discuss the air system in greater detail.
Click Next to continue.
PT. METRO BATAVIA

Bleed Air System
(air start cart)
9th stage 9th stage

air air
9th stage 9th stage
modulating modulating
and shutoff and shutoff
valve valve
No. 1 engine No. 2 engine
Airfor
Air forthe
thebleed
bleedairairsystem
systemmay maybebe
supplied from four different sources:
supplied from four different sources:
engineNo.
engine No.1,
1,engine
engineNo.No.2,2,APU,
APU,oror
ground pneumatic air. Prior
ground pneumatic air. Prior to engine to engine
start,either
start, eitherthe
theAPU
APUor orground
groundpneumatic
pneumatic
air may be utilized as the bleed
air may be utilized as the bleed source source APU
(the ground pneumatic air is usually
(the ground pneumatic air is usually only only bleed
valve
utilized when the APU is not available).
utilized when the APU is not available).
Afterengine
After enginestart,
start,the
theengines
enginesare arethe
the
normal bleed source.
normal bleed source. APU
PT. METRO BATAVIA

Bleed Air System
(air start cart)
9th stage 9th stage

air air
9th stage 9th stage
valve valve
Enginebleed
Engine bleedairairisisobtained
obtainedfrom fromeither
either
the 5th or 9
th
th stage of the high pressure
th
the 5 or 9 stage of the high pressure
compressorsection.
compressor section. The The55ththstage
stageisis
normally utilized for
normally utilized for bleed bleed air. During
air. During lowlow
engine rpm, the 5th stage may not be
th
engine rpm, the 5 stage may not be
sufficientto
sufficient tomeet
meetsystem
systemdemands.
demands. APU
Therefore the 9
th stage modulating and
th
Therefore the 9 stage modulating and
bleed
valve
shutoffvalve
shutoff valveopens
opensand and55ththstage
stageair
airis
isno
no
longer utilized.
longer utilized.
APU
PT. METRO BATAVIA

Bleed Air System
(air start cart)
Isolation valve
9th stage 9th stage

air air
9th stage 9th stage
valve valve
Duringnormal
During normaloperations,
operations,thetheisolation
isolationvalve
valve
isolates the left and right side of the pneumatic
isolates the left and right side of the pneumatic
manifold. With
manifold. Withthe
theisolation
isolationvalve
valveswitch
switchin inAUTO,
AUTO,
both BLEED switches ON, and
both BLEED switches ON, and both PACK both PACK
switchesin
switches inAUTO
AUTOor orHIGH,
HIGH,the
theisolation
isolationvalve
valveisis
closed. The isolation valve will automatically
closed. The isolation valve will automatically APU
openififeither
open eitherPACK
PACKor oreither
eitherBLEED
BLEEDswitch
switchisis bleed
valve
positioned to OFF. The APU bleed air
positioned to OFF. The APU bleed air switch does switch does
notaffect
not affectisolation
isolationvalve
valveposition.
position. TheTheisolation
isolation
valve is AC powered.
valve is AC powered. APU
PT. METRO BATAVIA

Bleed Air System
(air start cart)
Isolation valve
Bleed Bleed
valve valve
9th stage 9th stage
air air
9th stage 9th stage
valve valve
Eachengine
Each enginehashasits
itsown
ownbleed
bleedvalve.
valve. The
The
valve acts as a pressure regulator
valve acts as a pressure regulator and and
shutoffvalve
shutoff valve(PRSOV).
(PRSOV). With
Withelectrical
electrical
power (DC) and the BLEED switch
power (DC) and the BLEED switch ON, ON,the
the
valve remains open as long as there
valve remains open as long as there is is
enoughengine
enough enginebleed
bleedair
airpressure
pressuretotokeep
keep APU
it open (electrically activated,
it open (electrically activated,
bleed
valve
pneumaticallyoperated).
pneumatically operated).
APU
PT. METRO BATAVIA

Bleed Air System
(air start cart)
Isolation valve
Bleed Bleed
valve valve
9th stage 9th stage
air air
9th stage P T T P 9th stage
valve valve
IfIfengine
enginebleed
bleedair
airtemperature
temperatureor orpressure
pressure
exceeds a predetermined limit, the BLEED
exceeds a predetermined limit, the BLEED TRIP TRIP
OFF light illuminates and the respective
OFF light illuminates and the respective bleed bleed
valveautomatically
valve automaticallycloses.
closes. InInthis
thisscenario,
scenario,the
the
TRIP RESET button must be pushed
TRIP RESET button must be pushed in order to in order to
regain control of the bleed valve and extinguish
regain control of the bleed valve and extinguish APU
theBLEED
the BLEEDTRIPTRIPOFF
OFFlight.
light. bleed
valve
APU
PT. METRO BATAVIA

Bleed Air System
(air start cart)
Isolation valve
Bleed Bleed
valve valve
9th stage 9th stage
air air
9th stage P T T P 9th stage
valve valve
Whenopen,
When open,the
theAPU
APUbleed
bleedvalve
valveallows
allowsbleed
bleedair
air
to flow to the left side of the pneumatic manifold.
to flow to the left side of the pneumatic manifold.
APUbleed
APU bleedair
aircan
canaccess
accessthe theright
rightside
sideofofthe
the
pneumatic manifold if the isolation valve
pneumatic manifold if the isolation valve is open.is open.
Likethe
Like theengine
enginebleed
bleedvales,
vales,the
theAPU
APUbleed
bleedvalve
valve
is electrically (DC) activated, pneumatically
is electrically (DC) activated, pneumatically APU
operated.
operated.
bleed
valve
APU
PT. METRO BATAVIA

Bleed Air System
Right-hand air conditioning

bay sensor
Bleed duct from APU sensor
Right engine strut sensor
Left-hand air
conditioning bay
Right inboard wing leading sensor
edge sensor
Left engine strut sensor

Keel beam
sensor
Left inboard wing leading edge sensor
AAwing-body
wing-bodyoverheat
overheatcondition
conditionis
iscaused
causedby
byaableed
bleedair
airleak
leaksomewhere
somewhereininthe
theleft
leftor
orright
rightpneumatic
pneumaticmanifold.
manifold. The
Theleft
left
pneumatic manifold has five overheat sensors and the right pneumatic manifold has three overheat sensors. Anytime
pneumatic manifold has five overheat sensors and the right pneumatic manifold has three overheat sensors. Anytime a leak is a leak is
detected, the respective WING-BODY OVERHEAT light illuminates. The OVHT TEST button may be used
detected, the respective WING-BODY OVERHEAT light illuminates. The OVHT TEST button may be used to test the to test the
WING-BODYOVERHEAT
WING-BODY OVERHEATlights.
lights.
PT. METRO BATAVIA

Air Conditioning System
(air start cart)
Isolation valve
Bleed Left Right Bleed
valve PACK PACK valve
9th stage valve valve
9th stage
air air
9th stage 9th stage
valve valve
Conditionedair
Conditioned airfor
forthe
thecabin
cabinoriginates
originatesfrom
from
the left and/or right PACK. Normally
the left and/or right PACK. Normally the left the left
PACK utilizes bleed air from the No.
PACK utilizes bleed air from the No. 1 engine 1 engine
andthe
and theright
rightPACK
PACKutilizes
utilizesbleed
bleedair
airfrom
fromthe the Left PACK Right PACK
No. 2 engine. If necessary, APU bleed
No. 2 engine. If necessary, APU bleed air may air may
beutilized
be utilizedtotooperate
operatethetheleft
leftand/or
and/orright
right
APU
PACK. Ground pneumatic air may be utilized ifif
PACK. Ground pneumatic air may be utilized bleed
theAPU
the APUis isnot
notavailable.
available. AAsingle
singlePACK
PACKis is valve
capable of maintaining pressurization
capable of maintaining pressurization and and
acceptabletemperatures
acceptable temperaturesthroughout
throughoutthe the
APU
aircraft up to the maximum certified
aircraft up to the maximum certified ceiling. ceiling.
PT. METRO BATAVIA

(air start cart)
Deflector door Deflector door
Ram air inlet door Ram air inlet door

Ram air inlet Ram air inlet
Isolation valve
9th stage
air air
9th stage 9th stage
valve valve

Theram
The ramair
airsystem
systemprovides
providesambient
ambientairair
to cool the bleed air. The cooling
to cool the bleed air. The cooling is is
accomplishedvia
accomplished viatwo
twoheat
heatexchangers.
exchangers. See picture of
Operation of the system is automatically
Operation of the system is automatically left ram air inlet door
controlledby bythe
thePACK’s
PACK’sthrough
through Left PACK Right PACK
controlled
operation of the ram air inlet
operation of the ram air inlet door. door. The
The
ram air inlet door is in the full-open
ram air inlet door is in the full-open APU
positionwhen
position whenthe theaircraft
aircraftisison
onthe
the bleed
ground, inflight with trailing edge
ground, inflight with trailing edge flaps flaps valve See picture of
extended, or anytime
extended, or anytime the PACKthe PACK right ram air inlet door
determinesthat thatisisis
isnecessary
necessaryto to Ram air APU Ram air
determines exhaust louvers exhaust louvers
maximize cooling of the bleed
maximize cooling of the bleed air. air.
PT. METRO BATAVIA

(air start cart)

Isolation valve
9th stage
air air
9th stage 9th stage
valve valve
AAdeflector
deflectordoordooris isinstalled
installednear
neareach
each
ram air inlet to prevent slush or
ram air inlet to prevent slush or foreign foreign
materialfrom
material fromentering
enteringthetheram
ramairair See picture of
system while the aircraft is taxiing.
system while the aircraft is taxiing. The The left deflector door
deflector door is deployed when the Left PACK Right PACK
deflector door is deployed when the
aircraftis
aircraft ison
onthe
theground
groundand andis isretracted
retracted
(faired) when the aircraft is in
(faired) when the aircraft is in flight.flight. APU
bleed
valve See picture of
right deflector door
Ram air APU Ram air
PT. METRO BATAVIA

(air start cart)

Isolation valve
9th stage
air air
9th stage 9th stage
valve valve
AAturbofan
turbofanis isinstalled
installedin ineach
eachram
ramair
air
system to augment the airflow
system to augment the airflow by by
drawingram
drawing ramairairinto
intothe
thesystem.
system.
Whenever a PACK is selected
Whenever a PACK is selected “ON,” “ON,”anan
electrical signal (DC) is sent to the Left PACK Right PACK
electrical signal (DC) is sent to the
turbofanvalve
turbofan valveto toopen.
open. The Thevalve
valvewill
will
open if the aircraft is on the ground,
open if the aircraft is on the ground, or or APU
inflight with trailing edge flaps extended.
inflight with trailing edge flaps extended. Turbofan
bleed
Turbofan
Theturbofan
turbofanoperates
operatesutilizing
utilizingbleed
bleed valve
The valve Turbofan Turbofan valve
air.
air.
Ram air APU Ram air
PT. METRO BATAVIA

Air Conditioning System Riser to flight To cabin
(air start cart)
To cabin

Air Mix Manifold
Isolation valve
9th stage
air air
9th stage 9th stage
separator separator
Air mix Air mix

Asbleed
As bleedair
airenters
entersaaPACK,
PACK,ititisis
processed by an air cycle
processed by an air cycle machine machine Hot Cold Cold Hot
(ACM)and
(ACM) andtwo
twoheat
heatexchangers.
exchangers. The The
now processed air exits the
now processed air exits the PACK and PACK and
flows to the air mix manifold where itit
flows to the air mix manifold where
combineswith
combines withprocessed
processedair airfrom
fromthethe
other PACK. The air continues
other PACK. The air continues to the to the APU
cabinvia
viathe
theleft
leftand
andright
rightsidewall
sidewall bleed Click here to see how bleed
cabin Turbofan Turbofan
risers. Some of the conditioned
risers. Some of the conditioned air airfrom
from valve
valve
valve air flows through a PACK
Turbofan Turbofan
the left PACK is routed to the flight
the left PACK is routed to the flight deck. deck.
Ram air APU Ram air
PT. METRO BATAVIA

(air start cart)
To cabin

Air Mix Manifold
Isolation valve
9th stage
air air
9th stage 9th stage
separator separator
Air mix Air mix

Thereare
There aretwo
twoair
airmix
mixvalves
valves(hot
(hotand
and
cold) associated with each PACK.
cold) associated with each PACK. They They Hot Cold Cold Hot
are butterfly type valves that
are butterfly type valves that are are
connectedvia
connected viaaacommon
commonshaft.shaft. The
The
bleed air that flows through the cold air Left PACK Right PACK
bleed air that flows through the cold air
mix valve is processed by the
mix valve is processed by the PACK for PACK for
coolingof
cooling ofthe
theaircraft.
aircraft. The
Thebleed
bleedairairthat
that APU
flows through the hot air mix valve
flows through the hot air mix valve is not is not Turbofan
bleed
Turbofan
processed by the PACK. This air instead valve
processed by the PACK. This air instead valve Turbofan Turbofan valve
bypassesthe
bypasses thecooling
coolingcycle
cycleand
and
eventually joins with the air that has Ram air APU Ram air
eventually joins with the air that has exhaust louvers exhaust louvers
been processed by the
been processed by the PACK. PACK.
PT. METRO BATAVIA

(air start cart)
To cabin

Air Mix Manifold
Isolation valve
9th stage
air air
9th stage 9th stage
separator separator
Air mix Air mix

Withthe
With thetemperature
temperatureselectors
selectorsin inthe
the
AUTO mode, the air mix valves
AUTO mode, the air mix valves are are Hot Cold Cold Hot
operatedby
operated byananautomatic
automatictemperature
temperature
controller. With the temperature
controller. With the temperature
selectorsininthe
theMANUAL
MANUALmode,mode,the the Left PACK Right PACK
selectors
automatic temperature controller
automatic temperature controller is is
bypassed and the air mix valves
bypassed and the air mix valves are are APU
operatedmanually.
operated manually. Anytime
AnytimeaaPACKPACK Turbofan
bleed
Turbofan
valve closes, the respective air mix valve
valve closes, the respective air mix valve Turbofan Turbofan valve
valves are driven to the “full-cold”
valves are driven to the “full-cold”
position. This
Thisaids
aidsin
instart
startup
upof ofthe
the Ram air APU Ram air
position. exhaust louvers exhaust louvers
cooling cycle produced by the
cooling cycle produced by the ACM. ACM.
PT. METRO BATAVIA

(air start cart)
To cabin

Air Mix Manifold
Isolation valve
9th stage
air air
9th stage 9th stage
separator separator
Air mix Air mix

TheACM
The ACMis iscomposed
composedof ofaacompressor
compressor
and a turbine that are connected
and a turbine that are connected via viaaa Hot Cold Cold Hot
common shaft. The temperature
common shaft. The temperature of the of the
T T T T
bleed air is measured as air is
bleed air is measured as air is dischargeddischarged
fromthe
from thecompressor,
compressor,and andalsoalsoprior
priortotoair
air Left PACK Right PACK
entering the turbine. If either
entering the turbine. If either sensor sensor
detectsbleed
detects bleedair airtemperature
temperatureexceeding
exceedingaa APU
predetermined limit, the PACK
predetermined limit, the PACK valve valve bleed
closes, the air mix valves drive “full-cold,”
closes, the air mix valves drive “full-cold,” valve valve
Turbofan Turbofan
andthe
and thePACK
PACKTRIP TRIPOFFOFFlight
lightilluminates.
illuminates.
The TRIP RESET button must
The TRIP RESET button must be pushed be pushedto to Ram air APU Ram air
extinguish the light and reset the system. exhaust louvers exhaust louvers
extinguish the light and reset the system.
PT. METRO BATAVIA

(air start cart)
T
To cabin

Air Mix Manifold
Isolation valve
9th stage
air air
9th stage 9th stage
separator separator
Air mix Air mix

AAbleed
bleedair airtemperature
temperaturesensor
sensoris islocated
located
in the riser leading to the flight
in the riser leading to the flight deck anddeck and Hot Cold Cold Hot
also in the right sidewall riser leading
also in the right sidewall riser leading to to T T T T
the cabin. These sensors determine
the cabin. These sensors determine if if
thereis isananoverheat
overheatcondition
conditionin inthe
the Left PACK Right PACK
there
ducts. If either sensor detects
ducts. If either sensor detects bleed air bleed air
temperature exceeding a predetermined
temperature exceeding a predetermined APU
limit,the
limit, theair airmix
mixvalves
valvesdrive
drive“full-cold,”
“full-cold,” Turbofan
bleed
Turbofan
and the DUCT OVERHEAT light valve
and the DUCT OVERHEAT light valve Turbofan Turbofan valve
illuminates. The TRIP RESET
illuminates. The TRIP RESET button must button must
be pushed to extinguish the light and Ram air APU Ram air
be pushed to extinguish the light and exhaust louvers exhaust louvers
resetthe
reset thesystem.
system.
PT. METRO BATAVIA

(air start cart)
T
To cabin
Ram air inlet door T Ram air inlet door

T
Air Mix Manifold
Isolation valve
9th stage
air air
9th stage 9th stage
separator separator
Air mix Air mix

Asstated
As statedin inthe
theprevious
previousslide,
slide,aaDUCT
DUCT
OVERHEAT results in the
OVERHEAT results in the air mix valvesair mix valves Hot Cold Cold Hot
drivingto
driving tothe
the“full-cold”
“full-cold”position.
position. This
This
T T T T
forces the PACK to produce
forces the PACK to produce cold air cold air
only. If this does not result in a
only. If this does not result in a lower air lower air Left PACK Right PACK
temperature in the duct
temperature in the duct and air and air
temperatureinstead
temperature insteadcontinues
continuesto to APU
increase, an additional temperature
increase, an additional temperature bleed
sensorsignals
sensor signalsthethePACK
PACKvalvevalvetotoclose.
close. valve valve
Turbofan Turbofan
When the PACK valve closes,
When the PACK valve closes, the air mix the air mix
valves drive “full-cold” and
valves drive “full-cold” and the PACK the PACK Ram air APU Ram air
TRIPOFF OFFlight
lightilluminates.
illuminates. exhaust louvers exhaust louvers
TRIP
PT. METRO BATAVIA

(air start cart)
T
To cabin

T
Air Mix Manifold
Ground air conditioning

Isolation valve
9th stage
air air
9th stage 9th stage
separator separator
Air mix Air mix

AAground
groundair airconditioning
conditioninghose hosemay
maybe be
connected to the underside
connected to the underside of the of the Hot Cold Cold Hot
aircraftfuselage.
aircraft fuselage. This
Thispreconditioned
preconditioned
T T T T
air flows directly into
air flows directly into the theair
airmix
mix
manifold, up the sidewall risers and
manifold, up the sidewall risers and into into Left PACK Right PACK
the cabin. This air is not processed
the cabin. This air is not processed by by
either PACK.
either PACK. APU
bleed
Ram air APU Ram air

PT. METRO BATAVIA

(air start cart)
T
To cabin

T
Air Mix Manifold

Isolation valve
9th stage
air air
9th stage 9th stage
separator separator
Air mix Air mix

Withboth
With bothPACK's
PACK'soperating
operatingand andboth
both
PACK switches positioned to
PACK switches positioned to AUTO, the AUTO, the Hot Cold Cold Hot
PACK's provide “low flow” air.
PACK's provide “low flow” air. During During T T T T
singlePACK
single PACKoperation,
operation,thetheoperating
operating
PACK automatically provides “highflow”
flow” Left PACK Right PACK
PACK automatically provides “high
air in order to maintain the necessary
air in order to maintain the necessary
ventilationrate.
ventilation rate. The
Theautomatic
automaticswitching
switching APU
from “low flow” to “high
from “low flow” to “high flow” isflow” is Turbofan
bleed
Turbofan
inhibited when the aircraft is on the valve
inhibited when the aircraft is on the valve Turbofan Turbofan valve
ground or inflight with trailing edge
ground or inflight with trailing edge flaps flaps
extended. This ensures adequate engine Ram air APU Ram air
extended. This ensures adequate engine exhaust louvers exhaust louvers
powerfor
power forsingle
singleengine
engineoperation.
operation.
PT. METRO BATAVIA

(air start cart)
T
To cabin

T
Air Mix Manifold

Isolation valve
9th stage
air air
9th stage 9th stage
separator separator
Air mix Air mix

IfIfaaPACK
PACKswitch
switchis ispositioned
positionedto toHIGH,
HIGH,
that PACK will provide “high flow” air.
that PACK will provide “high flow” air. Hot Cold Cold Hot
T T T T
Additionally,ititis
Additionally, ispossible
possibletotoachieve
achieve
“APU high air flow” when utilizing the Left PACK Right PACK
“APU high air flow” when utilizing the
APU as the bleed source. This
APU as the bleed source. This only only
occurswhile
occurs whileon onthetheground
groundwith
withthethe APU
operating PACK switch positioned
operating PACK switch positioned to to Turbofan
bleed
Turbofan
HIGH. This mode is designed to provide valve
HIGH. This mode is designed to provide valve Turbofan Turbofan valve
maximumairflow
maximum airflowwhen whenthe
theAPU
APUis isthe
the
only source of bleed air. Ram air APU Ram air
only source of bleed air. exhaust louvers exhaust louvers
PT. METRO BATAVIA

From shroud above
(air start cart)
forward cargo T
To cabin
Recirc
T
Air Mix Manifold

Isolation valve
9th stage
air air
9th stage 9th stage
separator separator
Air mix Air mix

AnAC
An ACpowered
poweredrecirculation
recirculationfanfanisis
installed to help reduce the PACK
installed to help reduce the PACK load load Hot Cold Cold Hot
andengine
and enginebleed
bleedair
airdemand.
demand. ThisThisis is T T T T
accomplished by the fan drawing
accomplished by the fan drawing cabin cabin
airand
andelectronics
electronics&&equipment
equipment(E&E)(E&E)air air Left PACK Right PACK
air
into a collector shroud located above
into a collector shroud located above the the
forwardcargo
forward cargocompartment.
compartment. The Thefanfan APU
then recirculates the air by routing it
then recirculates the air by routing it into into Turbofan
bleed
Turbofan
the mix manifold where it is directed valve
the mix manifold where it is directed valve Turbofan Turbofan valve
backinto
back intothe
thecabin.
cabin.
Ram air APU Ram air
PT. METRO BATAVIA

From shroud above
(air start cart)
forward cargo T
To cabin
Recirc
T
Air Mix Manifold

Isolation valve
9th stage
air air
9th stage 9th stage
separator separator
Air mix Air mix

Therecirculation
The recirculationfan
fanisissignaled
signaledto
to
operate when the RECIRC FAN switch
operate when the RECIRC FAN switch is is Hot Cold Cold Hot
positioned to AUTO. The recirculation
positioned to AUTO. The recirculation T T T T
fanwill
fan willnot
notoperate
operateififboth
bothPACK’s
PACK’sare
are
operating and either PACK switch is Left PACK Right PACK
operating and either PACK switch is
positioned to HIGH.
positioned to HIGH.
APU
bleed
Ram air APU Ram air

PT. METRO BATAVIA

Pressurization System
Cabin pressurization is controlled during all ground and flight phases by the Cabin Pressure Control
System (CPCS). The CPCS components includes the cabin pressurization panel, one pressure controller
for both AUTO and STANDBY mode operation (located in E&E bay), cabin altitude panel, forward outflow
valve, main outflow valve, and multiple pressurization relief valves. Cabin pressure is maintained by
positioning the main outflow valve to regulate the airflow from the air conditioning system.
PT. METRO BATAVIA

Four separate pressurization modes may be selected: AUTO, STANDBY, MANUAL AC, and MANUAL DC.
The AUTO mode is the normal mode of operation. It utilizes the pressure controller and the AUTO
portion of the cabin pressurization panel. The STANDBY mode is the backup to the AUTO mode and is
semiautomatic. It utilizes the pressure controller and the STANDBY portion of the cabin pressurization
panel. If the AUTO mode and STANDBY mode are not available, the MANUAL mode is available and is
entirely pilot-controlled. The pilot has a choice between MAN AC control, or MAN DC control.
PT. METRO BATAVIA

In the AUTO mode of operation, aircraft altitude is sensed directly from the static ports, and barometric
corrections come from the Captain’s altimeter. In the STANDBY mode of operation, aircraft altitude is
sensed electrically from an air data computer, and barometric corrections come from the First Officer’s
altimeter. Barometric corrections are necessary to ensure that cabin pressure and landing field pressure
are approximately the same at the time of landing.
PT. METRO BATAVIA

Cabin air outflow is controlled by the main outflow valve, forward outflow valve, and the automatic flow
control valve. During flight with differential pressure greater than 2.5 psi, the automatic flow control
valve is closed and therefore the majority of air is exhausted out the main and forward outflow valves. A
small amount of air is also exhausted through toilet and galley vents, miscellaneous fixed vents, and by
seal leakage.
The main outflow valve can be actuated by either an AC or DC motor. The AC motor is utilized when the
pressurization system is in the AUTO or MAN AC modes. The DC motor is utilized when the
pressurization system is in the STANDBY or MAN DC modes. AC motor speed is faster than DC motor
speed. A majority of the air that is circulated throughout the cabin is drawn out the foot-level grills, then
around the aft cargo compartment for heating, and exhausted overboard out the main outflow valve.
The forward outflow valve assists in maintaining cabin pressure. However, the main purpose of the
forward outflow valve is to discharge warm air that has circulated around the forward cargo compartment
for heating. The valve is open when the main outflow valve is open more than 4.5 degrees, and is closed
when the main outflow valve is within 0.5 degrees being closed. In addition, the forward outflow valve is
closed anytime the recirculation fan is operating, regardless of the main outflow valve position. The
forward outflow valve does not modulate; it is either fully open or fully closed.
Two positive pressure relief valves are installed to prevent cabin-to-ambient differential pressure from
exceeding 8.65 psi. The valves operate independently of each other and any other aircraft system.
The negative pressure relief valve is installed to prevent a negative cabin-to-ambient differential pressure
which may result in damage to the aircraft. The valve opens when differential pressure equals –1.0.
See picture of See picture of See picture of positive See picture of negative
main outflow valve forward outflow valve pressure relief valves pressure relief valve
PT. METRO BATAVIA

AUTO Mode Operation
When operating in the AUTO mode (pressurization mode selector in AUTO), two values must be set on
the cabin pressurization panel prior to takeoff: FLT ALT (cruse altitude) and LAND ALT (destination
airport elevation). While on the ground, ambient pressure is an automatic input into the pressure
controller.
Prior to takeoff with the FLT/GRD switch positioned to GRD, the main outflow valve drives to the full-open
position and the cabin remains unpressurized. When the FLT/GRD switch is positioned to FLT, the
controller signals the main outflow valve to modulate toward closed, slightly pressurizing the cabin to
approximately 200 feet below takeoff elevation. This pressurization while still on the ground ensures that
the transition to pressurized flight is more gradual. It also allows the pressurization system to better
respond to ground effect pressure changes during takeoff.
PT. METRO BATAVIA

AUTO Mode Operation
Once airborne, the pressure controller maintains a proportional differential pressure between cabin and
aircraft altitude. By increasing cabin altitude at a rate which is proportional to the aircraft climb rate, the
change in cabin altitude is held to the minimum rate required.
PT. METRO BATAVIA

AUTO Mode Operation
The OFF SCHED DESCENT light illuminates if the aircraft begins to descend prior to reaching within
0.25 psi of the altitude set in the FLT ALT indicator. Because the altitude in the FLT ALT indicator was
never achieved, the pressure controller retains information regarding takeoff field elevation and will
therefore program the cabin to normally depressurize back to the airport of origin without any further
pilot inputs. This feature is especially beneficial if the aircraft is returning to the airport of origin.
PT. METRO BATAVIA

AUTO Mode Operation
If the aircraft is returning to the airport of origin during an OFF SCHED DESCENT, it is recommended not
to change the altitude set in the FLT ALT indicator (e.g. setting current aircraft altitude). If the FLT ALT
indicator is set to current aircraft altitude, the automatic abort capability to the takeoff field elevation will
be lost. Landing field elevation of the origin airport would then have to be set in the FLT ALT indicator in
order to properly depressurize. Setting current altitude in the FLT ALT indicator does, however,
extinguish the OFF SCHED DESCENT light.
If the aircraft is not returning to the airport of origin during a OFF SCHED DESCENT, the LAND ALT
indicator must be set to the new landing field elevation.
Note: The automatic abort capability to the takeoff field elevation will also be lost if the FLT ALT selector
is depressed during the climb.
PT. METRO BATAVIA

AUTO Mode Operation
The cruise mode is activated when the aircraft climbs to within 0.25 psi of the altitude set in the FLT ALT
indicator. During cruise above 28,000 feet, the pressure controller maintains a maximum differential
pressure of 7.8 psi. During cruise below 28,000 feet, the pressure controller maintains a maximum
differential pressure of 7.45 psi. Deviations from flight altitude may cause the differential pressure to
vary as the pressure controller modulates the main outflow valve to maintain a constant cabin altitude.
PT. METRO BATAVIA

AUTO Mode Operation
The descent mode is activated when the aircraft descends to 0.25 psi below the altitude set in the FLT
ALT indicator. During descent, the pressure controller maintains a proportional differential pressure
between cabin and aircraft altitude. The cabin will depressurize to an altitude which is slightly lower than
the altitude which is set in the LAND ALT indicator (landing field elevation). This slightly pressurized
landing ensures that rapid changes in altitude during approach will result in minimum cabin pressure
changes.
PT. METRO BATAVIA

AUTO Mode Operation
Once on the ground, positioning the FLT/GRD switch to GRD drives the main outflow valve full-open and
depressurizes the aircraft. Having the main outflow valve full open also prevents the equipment cooling
fan from depressurizing the aircraft to a negative pressure.
PT. METRO BATAVIA

AUTO Mode Operation
The AUTO FAIL light will illuminate for any one of the following three conditions:
• Loss of AC power for more than 15 seconds
• Excessive rate of cabin pressure change (+/- 1800 feet/min.)
• Cabin altitude in excess of 13,875 feet
When the AUTO FAIL light illuminates, the pressure controller automatically switches to the STANDBY
mode and the STANDBY light illuminates. Positioning the pressurization mode selector to STBY will
extinguish the AUTO FAIL light.
PT. METRO BATAVIA

STANDBY Mode Operation
To operate in the STANDBY mode, simply position the pressurization mode selector to STBY. This action
signals the pressure controller to operate in the STANDBY mode and also illuminates the STANDBY light.
Prior to takeoff with the FLT/GRD switch positioned to GRD, the main outflow valve drives to the full-open
position and the cabin remains unpressurized. When the FLT/GRD switch is positioned to FLT, the
controller signals the main outflow valve to modulate toward closed in an attempt to pressurize the cabin
to the altitude set in the CAB ALT indicator. The CAB ALT indicator should be set to 200 feet below
takeoff field elevation. This pressurization while still on the ground ensures that the transition to
pressurized flight is more gradual. It also allows the pressurization system to better respond to ground
effect pressure changes during takeoff.
For this “demonstration flight” in

the STANDBY mode, the following
elevations/altitudes are assumed:
Takeoff field elevation: 1,700 feet

Cruise altitude: 30,000 feet
Lading field elevation: 1,300 feet
PT. METRO BATAVIA

Once airborne, the pilot should reference the cabin/flight altitude placard. The CAB ALT indicator should
then be set to the isobaric cabin altitude, based on the proposed cruise altitude and differential pressure.
For example, if the proposed cruise altitude is 30,000 feet, then the CAB ALT indicator should be set to
5,100 feet.
The cabin rate selector should also be set to the desired cabin rate of pressure change. Recall that DECR
has a rate of change equal to 50 feet/min., the index has a rate of change equal to 300 feet/min., and INCR
has a rate of change equal to 2000 feet/min.


PT. METRO BATAVIA

When descent begins, the CAB ALT indicator should be set to 200 feet below landing field elevation. This
slightly pressurized landing ensures that rapid changes in altitude during approach will result in
minimum cabin pressure changes.


PT. METRO BATAVIA

Once on the ground, positioning the FLT/GRD switch to GRD drives the main outflow valve full-open and
depressurizes the aircraft. Having the main outflow valve full open also prevents the equipment cooling
fan from depressurizing the aircraft to a negative pressure.
PT. METRO BATAVIA

MANUAL Mode Operation
To operate in the MANUAL mode, simply position the pressurization mode selector to either MAN AC or
MAN DC. This action signals the pressure controller to operate in the MANUAL mode and also
illuminates the MANUAL light.
Operation in the MANUAL mode assumes that both the AUTO and STANDBY modes have failed. By
using the main outflow valve switch, the pilot modulates the position of the main outflow valve to
maintain the desired cabin pressure. MAN AC utilizes the AC motor, while MAN DC utilizes the DC motor.
AC motor speed is faster than DC motor speed. Position of the main outflow valve may be observed in
the main outflow valve position indicator.
PT. METRO BATAVIA

Cabin Pressure Control System Schematic
Conditioned air from overhead

and sidewall outlets
Auto transfer to STANDBY mode
ADC
Static ports Static ports
Cabin
sense
port
CA FO
Altimeter
barometric settings
Negative
Forward pressure
outflow valve relief valve
Positive pressure
DC AC relief valve
Air/Ground
safety sensor Main outflow
valve
Positive pressure
relief valve
PT. METRO BATAVIA

Equipment Cooling
Circuit breaker panel cooling duct
E&E bay cooling ducts
Main instrument Normal exhaust fan

panel cooling duct
Alternate exhaust fan
To shroud underneath
forward cargo
compartment
Automatic flow control valve
E&E exhaust port
Theequipment
The equipmentcooling
coolingsystem
systemcools
coolselectronic
electronicequipment
equipmentininthe
theflight
flightdeck
deck
and E&E bay. The cooling system consists of an exhaust duct and
and E&E bay. The cooling system consists of an exhaust duct and two fanstwo fans
(normal and alternate). The exhaust duct collects warm air from
(normal and alternate). The exhaust duct collects warm air from the the
instrumentpanels,
instrument panels,circuit
circuitbreaker
breakerpanels,
panels,and
andE&E
E&Ebay
bayracks.
racks.
PT. METRO BATAVIA

Warm air being
Warm air being
drawninto
drawn intothe
the
Equipment Cooling
coolingducts
cooling ductsbyby
the exhaust fan
the exhaust fan
Circuit breaker panel cooling duct
E&E bay cooling ducts
Main instrument Normal exhaust fan

panel cooling duct
Alternate exhaust fan
To shroud underneath
forward cargo
compartment
Automatic flow control valve
E&E exhaust port
IfIfdifferential
differentialpressure
pressureis isless
lessthan
than2.5
2.5psi,
psi,the
theautomatic
automaticflow
flowcontrol
controlvalve
valveis isopen
openandandthethewarm
warm
exhaust air is discharged overboard via the E&E exhaust port. The E&E exhaust
exhaust air is discharged overboard via the E&E exhaust port. The E&E exhaust port is located on port is located on
the underside of the fuselage, aft of the nose gear. If differential pressure is greater
the underside of the fuselage, aft of the nose gear. If differential pressure is greater than 2.5 psi, than 2.5 psi,
theautomatic
the automaticflow flowcontrol
controlvalve
valvecloses
closesandandthethewarm
warmairairis
isredirected
redirectedto toaashroud
shroudunderneath
underneaththe the
forward cargo compartment. The air now flows to the lining of the compartment,
forward cargo compartment. The air now flows to the lining of the compartment, where radiant where radiant
heatis
heat isutilized
utilizedfor
forforward
forwardcompartment
compartmentheating.
heating. None
Noneof ofthe
thewarm
warmair airenters
entersthe thecompartment
compartment
during this process. The air now collects in a shroud above the compartment.
during this process. The air now collects in a shroud above the compartment. From the From theshroud,
shroud,
the air is either exhausted overboard through the forward outflow valve or, if the recirculation fan See picture of
the air is either exhausted overboard through the forward outflow valve or, if the recirculation fan
is operating, the air is drawn into the recirculation fan and directed back
is operating, the air is drawn into the recirculation fan and directed back into the cabin. into the cabin. E&E exhaust port
PT. METRO BATAVIA

End of Review
You have completed the review of the 737-300/400 Air

systems. If you would like to test your knowledge, click on
Go to review questions. If you would like to return to the
Main Menu or Quit the program, click on the appropriate
selection at the bottom of the screen.
Go to review questions
PT. METRO BATAVIA

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737-300/400

PT. METRO BATAVIA

Air mix Air mix

Hot Cold Cold Hot

Left PACK Right PACK

Ram air APU Ram air

PT. METRO BATAVIA

5th stage air

normally utilized, while

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5th stage air

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5th stage air

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Ram air inlet door

Ram air APU

PT. METRO BATAVIA

Ram air inlet door

Ram air APU

PT. METRO BATAVIA

Ram air inlet door

Ram air APU

PT. METRO BATAVIA

Ram air inlet door

Ram air APU

PT. METRO BATAVIA

Ram air APU

PT. METRO BATAVIA

Ram air APU

PT. METRO BATAVIA

Ram air APU

PT. METRO BATAVIA

normally utilized, while

Ram air APU

PT. METRO BATAVIA

Ram air APU

PT. METRO BATAVIA

Ram air APU

PT. METRO BATAVIA

Ram air APU

PT. METRO BATAVIA

Ram air APU

PT. METRO BATAVIA

Ram air APU

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Ram air APU

PT. METRO BATAVIA

Ram air APU

PT. METRO BATAVIA

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Ram air APU Ram air

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Left PACK Right PACK

Ram air APU Ram air

PT. METRO BATAVIA

Air mix Air mix

Ram air APU Ram air