BOEING

B 737-6/7/8/900

ATA 21
AIR CONDITIONING

EASA Part 66 B2

B737-6 21 B2 E
For training purposes only.

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Germany

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 Lufthansa Technical Training
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

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 Lufthansa Technical Training
AIR CONDITIONING B737−600/700
GENERAL
21−00

21−00 GENERAL
AIR COND SYSTEM DESCRIPTION  AIR CYCLE MACHINE, (COMPRESSOR)
The air cycle machine 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
For Training Purposes Only

− 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.

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 Lufthansa Technical Training
AIR CONDITIONING B737−600/700
GENERAL
21−00

L TEMP SELECTOR L PACK

OFF
R/H PACK COLD AIR AUTO AUTO
NO AL HIGH

PNEUMATIC AIR
R/H PACK HOT AIR COOL WARM
MIX
CHAMBER COOL WARM
1 FILTER OFF
MANUAL
2 MIX CONDITIONED
3 MANIFOLD GROUND AIR
CONNECTION
4
RECIRCULATION
5 FAN
PRESSURIZED UNPRESSURIZED S
PACK
VALVE
M

CABIN
OVERHEAD HOT
DISTRIBUTION MIX
CHAMBER ANTI ICE 2 C
DUCT TRIM
CONTROL BOX VALVE MIXING VALVE
CABIN AIR
TEMP LEGEND: 2 C M AIR CYCLE
MASCHINE COLD
SENSOR
1 DUCT OVHT SW 90C
2 C
2 DUCT OVHT SW 120 C
SENSOR
3 DUCT LIMIT SENSOR 60 C
CABIN 4 DUCT ANTICIPATOR SENSOR
TEMP 5 SUPPLY DUCT TEMP. BULB
BULB
WATER RAM
SEPARATOR AIR
200 C COMP FAN EXHAUST
OVERHEAT SW BYPASS
4 3 2 1 CHECK
VALVE
RAM AIR
For Training Purposes Only

ACTUATOR
CONTROL RAM AIR
CABIN CONTROLLER
TEMP
PRIMARY
SENSOR
SECONDARY HEAT EXCHANGER
LEGEND: HEAT EXCHANGER
HOT AIR DEFLECTOR
WARM AIR RAM AIR INLET 110 C RAM AIR
COOL AIR MODULATION PANELS TEMP SENSOR
100 C TURBINE
COLD AIR WATER SPRAY INLET OVHT SW
NOZZLE
CONDITIONED AIR
LEFT PACK SHOWN RIGHT PACK SIMILAR

Figure 1 Air Conditioning System Schematic

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 Lufthansa Technical Training
AIR CONDITIONING B737−600/700
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.
For Training Purposes Only

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.

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 Lufthansa Technical Training
AIR CONDITIONING B737−600/700
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
For Training Purposes Only

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

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 Lufthansa Technical Training
AIR CONDITIONING B737/600/700
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.

Physical Description
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.

Functional Description
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)
For Training Purposes Only

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 Lufthansa Technical Training
AIR CONDITIONING B737/600/700
COOLING
21−50

ELECTRICAL
CONNECTOR

AIR CONDITIONING COMPARTMENT

RAM AIR INLET

CONTROLLER
For Training Purposes Only

PROBE
HOUSING FWD

RAM AIR CONTROL TEMPERATURE SENSOR

Figure 3 Ram Air Control Temp. Sensor

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 Lufthansa Technical Training
AIR CONDITIONING B737−800/900
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-
For Training Purposes Only

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.

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 Lufthansa Technical Training
AIR CONDITIONING B737−800/900
COOLING
21−50

PNEUMATIC
AIR RH
120 C
PACK
DISCHARGE
FILTER CABIN PRESSURE R PACK
VALVE S
RECIRCULATION
FAN RIGHT PACK
(SIMILAR)
M TRIM AIR MOD
AFT PASS ZONE VALVE
ISOLATION
VALVE M
CABIN CONDITIONED
TEMP GROUND AIR
R MIX MAN CONNECTION TRIM AIR PRESS
SENSOR TEMP MIX REGUL VALVE L PACK
SENSOR VALVE S
CABIN MANIFOLD S
TEMP
BULB L MIX MAN
TEMP M
SENSOR SV STBY TCV

3 2 1
M
PRIMARY
WATER
1 2 3 EXTRACTORS PNEUMATIC
FWD PASS ZONE TEMP CONTROL AIR LH
TRIM AIR VALVE
MODUL
CABIN LEGEND: VALVE
TEMP AIR CYCLE
SENSOR 1 DUCT OVHT SW90
C CONDENSER MASCHINE

CABIN 2 DUCT TEMP SENSOR

TEMP 3 DUCT TEMP BULB FAN BYPASS RAM AIR
BULB EXHAUST
120 C PACK
TEMP
3 2 2 1 PACK M SENSOR
DISCHARGE A
For Training Purposes Only

UNPRESSURIZED

CABIN B
C
PRESSURIZED

TEMP PACK
SENSOR CONTROL CABIN AIR TEMP
WATER BULB
RAM AIR REHEATER
ACTUATOR SEC WATER
LEGEND: EXTRACTOR PRIMARY
WATER SPRAY SECONDARY HEAT EXCHANGER
HOT AIR NOZZLE HEAT EXCHANGER
WARM AIR
COOL AIR A 200C COMPRESSOR OUTLET
COLD AIR B 110 C RAM AIR TEMP SENSOR RAM AIR INLET
CONDITIONED AIR C 100 C TURBINE INLET

Figure 4 Air Conditioning System Schematic

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 Lufthansa Technical Training
AIR CONDITIONING B737−600/700/800/900
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.
For Training Purposes Only

− 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).

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 Lufthansa Technical Training
AIR CONDITIONING B737−600/700/800/900
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
For Training Purposes Only

APU

ENGINE 1 ENGINE 2

Figure 5 Pressurization Control

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 Lufthansa Technical Training
AIR CONDITIONING B737−600/700/800/900
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
For Training Purposes Only

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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 Lufthansa Technical Training
AIR CONDITIONING B737−600/700/800/900
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
For Training Purposes Only

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 6 Press. Control Interface

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 Lufthansa Technical Training
AIR CONDITIONING B737−600/700/800/900
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.
For Training Purposes Only

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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 Lufthansa Technical Training
AIR CONDITIONING B737−600/700/800/900
PRESSURIZATION
21−30
For Training Purposes Only

Figure 7 Press. Control Module

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 B737−6 21 B2 E

TABLE OF CONTENTS
ATA 21 AIR CONDITIONING . . . . . . . . . . . . . . . . . . 1
ABBREVIATIONS AND ACRONYMS . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
21−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
AIR COND SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2
OVERHEAD PANEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
RAM AIR INLET CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
21−50 COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
COOLING — FUNCTIONAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 8
21-30 PRESSURIZATION CONTROL . . . . . . . . . . . . . . . . . . . . . . . . 10
PRESS. CONTROL — GENERAL DESCRIPTION . . . . . . . . . . . . . . . . 12
PRESS. CONTROL MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

FRA US/T−4 Gitzen MAY 2005

Page i
 B737−6 21 B2 E

TABLE OF FIGURES
Figure 1 Air Conditioning System Schematic . . . . . . . . . . . . . . . . . . 3
Figure 2 Overhead Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 3 Ram Air Control Temp. Sensor . . . . . . . . . . . . . . . . . . . . . . 7
Figure 4 Air Conditioning System Schematic . . . . . . . . . . . . . . . . . . 9
Figure 5 Pressurization Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 6 Press. Control Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 7 Press. Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

FRA US/T−4 Gitzen MAY 2005 Page ii

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