B73 37T 7Th heo ory ry

Bo oein ng 737N 7 7NG S stem Sys ms s

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Foreword:
ThisbookletdescribessystemspublishedinourFacebookpages: About ThisFBpageistointeractthroughouttheB737communityandhasNOdirectlinktoanyuser company. THECONTENTSHALLNOTBEUSEDFORACTUALOPERATIONOFTHEAIRCRAFT. TheadministratorhasNORESPONSIBILITYtothecontentwrittenonthesepages. Description Creator: FerdiColijn Administrators: FerdiColijn(B737NGTypeRated) MaartenvanKlaveren(B737900ERFirstOfficer) BertdeJong(FlightEngineer) B737Theory March24 ThegoalofthisFBpageistoexpandB737theoreticalknowledgeamongusersandwetrytoachieve thatbyexpandingtheamountofvisitorsaimingforinteraction. ThererestnocopyrightonourstoriesbutweratherseeyourecommendingusonyourprivateFB pagesisosharingtheposts. Alsofeelfreeto"donate"yourexperiencesandstoriesonB737Theoryanddropusalinebysending amessage.Wewillevaluateandpostthemintime.Beawarethatitmustnotbeacopyfromany manualorelseweinterferewithacopyrightthatisalsothereasonwhywedonotpublish schematicsonthepage. Thankyou

Contents:
Foreword:................................................................................................................................................2 APU..........................................................................................................................................................6 AutoSlatSystem......................................................................................................................................7 EngineElectronicControl(EEC)............................................................................................................... 8 Whenthingsgowrongandbeyondbasicsystemsknowledge...............................................................9 Enginefiredetection............................................................................................................................. 11 FeelDifferential.....................................................................................................................................12 FuelScavengeJetPump........................................................................................................................ 13 Fuelvalves.............................................................................................................................................14 ACGenerator.........................................................................................................................................15 Isolationvalve ........................................................................................................................................17 Manualgearextension.......................................................................................................................... 18 Mechanicalpressurereliefvalves......................................................................................................... 19 NitrogenGeneratingSystem................................................................................................................. 20 Outflowvalve........................................................................................................................................21 FlightControlBreakawayDevices...................................................................................................... 22 Pack&packcontrol............................................................................................................................... 23 Recirculationfans..................................................................................................................................24 HydraulicReservoirs.............................................................................................................................. 25 TheAPUStarter/Generator................................................................................................................... 26 LandingGearTransferValve................................................................................................................. 27 PTU........................................................................................................................................................28 WingThermalAntiIce(WTAI)............................................................................................................... 29 B737Yawdamping................................................................................................................................30 Zonetemperaturecontrol..................................................................................................................... 31 Lavatoryfireprotection..................................................................................................................... 32 Centertankboostpumps...................................................................................................................... 33 Antiskid..................................................................................................................................................34 LeadingEdgeFlaps................................................................................................................................35 ThrustReverser.....................................................................................................................................37 TailSkid ..................................................................................................................................................39 Vortexgenerators..................................................................................................................................40 Windowheating....................................................................................................................................41 Wing&BodyOverheat ........................................................................................................................... 42 HorizontalStabilizerTrim...................................................................................................................... 43

DisplayElectronicUnits......................................................................................................................... 44 ProximitySwitchElectronicUnit........................................................................................................... 45 Nosewheelsteeringlockout................................................................................................................. 46 Weatherradar.......................................................................................................................................47 Dissolvedair..........................................................................................................................................49 Frangiblefittings....................................................................................................................................50 Rudder(verticalstabilizer)loadreduction............................................................................................. 51

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APU
The APU is a constant speed ( 49.000 RPM) gas turbine engine that can supply AC power and pressurized air. The starter/generator is powered from either directly the main battery (28VDC) or transfer bus 1 (115VAC) where either source is converted into 270VDC for starter operation. At 95% starter operation reverses to a 90 KVA generator, indicated by the blue APU OFF BUS light. (90 KVA until 32.000 ft. and 66 KVA until 41.000 ft.) Starter sequence is automatically determined by the ElectronicControlUnit(ECU)thatneedsthebatteryswitchtobeintheONpositiontoenergize. The APU can be used for air and AC power until 10.000 ft., just air to 17.000 ft. and just AC power until 41.000 ft. That is also the maximum starting altitude although recommended at 25.000 ft. Air takes the biggest performance from the APU as it takes air from the load compressor which is mounted on a common shaft with the combustion compressor. The more air taken in, the lower the performance of the APU. That is why there is a restriction in altitude use, especially with air and whenthedemandislarge(highEGT),airuseissqueezedbyIGVstowardtheloadcompressor.When on suction feed the APU draws fuel from tank #1 and when operating for an extended time select a fuelpumptopressurefeedwhichextendsthelifetimeoftheAPU. The ECU protects the APU and shuts down with a low oil pressure, overspeed or when a FAULT light illuminates. The latter represents more than just the foregoing, including ECU failure, loss of DC power, APU fire, overtemp (during start), high oil temp and many more. The start limit is 2 minutes and a FAULT light illuminates when the start is aborted through a protection or when the generator malfunctions. A blue MAINT light illuminates when oil quantity is low or a generator malfunction occurred,theAPUisstillallowedtooperate. APU compartment and oil cooling is accomplished by exhaust air used as an educator to draw outsideairintothecompartmentfromaninletjustabovetheexhaust. When the APU is stopped by placing the switch to OFF, the ECU determines a cooling cycle of 1 minute before the APU actually stops. The cooling cycle closes the APU BAV and trips the generator OFFline.BydoingsoitreliefstheAPUfromloadanddecreasestheEGTpreventingsocalledcooking ofthenozzles.(residualfuelformscarbononthehotnozzleswhichcanaffecttheflamepattern) Delay switching the Battery to OFF to 2 minutes after selecting the APU to OFF, this allows the inlet door to close. The door closes when the APU decelerates to 30% to prevent the inlet duct to collapse.The1minuteisbypassedwhentheAPUshutsdownthroughamalfunction,theFireSwitch isactivatedorwhentheBatterySwitchisselectedtoOFF.

AutoSlatSystem
The Auto Slat system operates the LE slats automatically in flight when youre approaching a stall undercertainconditionsjustbeforethestickshakerbecomesactive. Theseconditionsarewhentheflapsareatposition15andhydraulicpressureisavailablethrough: HydraulicsystemB PTU(extend&retract) Standbyhydraulicsystem(extendonly) *WithAlternateFlapuse,theAutoSlatfunctionisnotavailable. *WithashortfieldperformanceconfigurationtheAutoSlatoperateswithflapselections125. At the flap position 1 5 the LE slats are in the intermediate (extend) position and the LE flaps at their only extended position . . . FULL. When the aircraft approaches the stall angle/speed region determined by the Stall Management and Yaw Damper (SMYD) computer, the Flaps/Slats Electronic Unit (FSEU) command the LE slats to the FULL extend position to prevent entering a stall condition. Another action by the FSEU is to delay the transit lights to operate for 12 seconds thereby preventingtheLEdevicestransitlightstoilluminate. When thrust is increased/stick force relaxed and the aircraft flies out of this condition (higher speed, lower AOA) the Auto Slat system drives the LE slats back to the intermediate extend position. Also herethetransitlightswillnotilluminate. When the Auto Slat systems fails to operate or is not available by any cause, the AUTOSLAT FAIL indication illuminates on the flight control panel. When 1 SMYD computer fails the other will automatically take over and would go unnoticed unless you press RECAL during an Auto Slat condition.

EngineElectronicControl(EEC)
TheEECismountedontherighttopsideofthefanductandexistsoftwocomputers(channel1&2), where one is active and the other standby although theyre both operating and cross linked during normal operation. The EEC receives numerous environmental and engine input signals to calculate fuel and control outputs to operate the engine and identifies the engines thrust rating by a pre selectedidentificationplug.Doingsoitheatsupandneedstobecooledwhichisachievedbytapping off,anddirectingfanairtotheEEC. Normal power source of the EEC is an alternator mounted on front of the engine gearbox but is only valid when the gearbox (N2) reaches 15%. Before 15% N2, the EEC is poweredby Transfer Bus 1 or 2 (Eng. 1 or 2) if available, and becomes energized when the Start Switch is placed to GRD or CONT or, when the Start Lever is moved to IDLE. A deenergized EEC is indicated by blank engine indication boxesontheupperandlowerDUsevenwhentheEECbuttonilluminatesawhiteON,justindicating that the EEC is selected to the normal mode. In this case the only indication visible directly from the sensors are N1, N2, Oil quantity and the vibration indicator, all others are blank. So . . . during a battery start (emergency power), indications of EGT, fuel flow, oil pressure and oil temperature remainblankuntilthealternatorreaches15%. OntheaftoverheadenginepaneltherearethetwoguardedEECcontrolbuttonstoselecttheEECto the NORMAL mode of operation (white ON light), or the manual HARD ALTERNATE mode of operation (amber ALT light). An undispatchable failing EEC is indicated also on the engine panel by a ENG CONTROL light and will only illuminate when on the ground and the engine N2 >50%. Alittleteaser....thelastindicationontheenginepanelaretwoREVERSERlights...whenandhow longdotheyilluminateamberduringnormaloperation?

Whenthingsgowrongandbeyondbasicsystems knowledge
Thenextpostisanactualsituationthathappened,losingaTransferBusinflight.Ivetriedtosimplify the explanation but in fact its just an indicator of what CAN happen. At this point Non Normal Procedures,CRMandcommonsenseisneededtoflyoutofthesesituations. It started with a MASTER CAUTION and a right SOURCE OFF, indicating that XFR bus 2 was not powered by its last selected source but by Transfer Bus 1. QRH tells us to select the GEN switch (affectedside)ONwhatthistimecausedaTRANSFERBUS2OFFtoilluminatewithadditionalrelated indications. (DEU 2 and others, (check the power source booklet to find out) Next the APU was started and when attempted to connect the generator, a BATTERY DISCHARGE illuminated indicating an excessive discharge of a battery, with multiple additional indications. The crew decided to stop furtherproceduresandinvestigationandusedthesystemasis.Togiveyouanidea,theIndications involved: battery discharge, master caution, right hand source off, right hand transfer bus off, Mach trim fail, auto slat fail, fuel pump 2 fwd., fuel pump 1 aft, electrical hydraulic pump #2, probe heat B, engineEECalternate,zonetemperature. After this ordeal the crew managed to land safely with this reduced electrical power condition and multiplecautionindications. What actually has happened was that the Generator Control Unit (GCU) 2 had received an erratic signal through the Line Current Transformer (LCT) that IDG2 was connected to the transfer bus. This signal is then transferred to the Bus Power Control Unit (BPCU) who arranges switching in the electricalACsystemtoprovideinthetwomajorrules: NoparallelingofACsources An AC source connecting to a Transfer Bus disconnects the previous source (look at the first rule) This erroneous signal locked out the possibility to connect the APU or other AC sources like Transfer Bus 1 to Transfer Bus 2. However, as IDG 2 in fact was not connected, transfer bus 2 lost power. The erroneous indication must have originated at the GCB 2 (unit connecting IDG 2 to bus 2) itself, indicatingtheswitchhadclosedalthoughithadnotmoved.

TheBATTERYDISCHARGEisprobablycausedbythea(excessive)mainbatterydischargebypowering the Battery Bus as also the DC 2 system (TR 2 & TR 3) were not powered anymore and illuminates whenabatteryoutputconditionsexistsof: Currentdrawismorethan5ampsfor95seconds Currentdrawismorethan15ampsfor25seconds Currentdrawismorethan100ampsfor1.2seconds. Mind you, normally when Transfer Bus 2 is deenergized the Transfer 3 Relay would switch TR 3 to TransferBus1whichobviouslydidnthappen.

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Enginefiredetection
Theenginefiredetectionsystemconsistofafire,andanoverheatdetectioninsidethenacellewhich are only active when the engine is operating. Temperatures are guarded by 2 (A & B) detector loops which operate by expanding gas pressure inside the loop elements thereby activating an OVERHEAT, a FIRE or a FAULT (leaking loop tube) contact. The engine areas covered by the loops are inside the nacelles around the fan, and the core hot section so . . . a torch (see image) would go undetected asitoccursinsidetheengine. OVERHEAT detection is indicated by an OVHT/DET, 2 MASTER CAUTION and respective ENG OVERHEATindication.(170Caroundthefansectionand340Caroundthehotsection) FIREdetectionwouldbeindicatedby2MASTERFIREWARNING,therespectiveFIRESWITCH, an OVHT/DET, 2 MASTER CAUTION and an audio FIRE BELL warning. ( 300C around the fan and450Caroundthehotsection) Wheneitheroftheforegoingoccursthefireswitchunlockstoallowittobepulledup. Afireoroverheatisdetectedwhenbothloopsexceedthementionedlimitsandwhenoneloopfails, itll go unnoticed and the detection system automatically switches to a single loop operation. One failing loop will only illuminate a FAULT during a test (also not on RECALL) and when both loops fail, theFAULTlightilluminatesbutNOTtheMASTERCAUTION. Thedetectiontestsonpreflightare: The OVHT/FIRE test which checks the operation of the engine & APU fire detection control modulelocatedintheE&Ebayandnottoforgettheindicationsontheflightdeck. A FAULT/INOP test checks the FAULT detection circuits (loops and elements) and the flight deckindicationsbysimulatingadualloopfailure. Note that the APU fire detection also operates during the FIRE test and is visible/audible in the right mainwheelwellontheAPUGroundControlPanelduringpreflight.

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FeelDifferential
TheFEELDIFFPRESSindicationontheflightcontrolpanelcanilluminateinthefollowingcases. (The feel system simulates actual feel forces at the control column from the hydraulically supportedelevatorpanels) 1. The first one is related to a differential of A & B hydraulic pressure to the elevator feel system. When either hydraulic system pressure drops > 25% related to the higher pressure, the FEEL DIFF PRESS light illuminates on the flight control panel with a 30 second delay. The 30 second delay prevents the light from flickering when pressure drops in either system by a high demand such as gearselection. 2.ThesecondisrelatedtothedynamicairpressuresupplytotheElevatorFeelComputer.Itreceives dynamic pressure from the two pitot tubes mounted on either side of the vertical stabilizer. When the computer receives an erratic signal itd be the same as the pressure drop and the light illuminates.(failedprobeheaterandicingconditions) 3. The third is related to the Stall Management and Yaw Damper (SMYD), and a so called Elevator Feel Shift module (EFS), which creates a 4 times higher forward control column force when approachingthestallregion.ThisforceusesareducedsystemApressureandwhenthisreducerfails, openingprematurelyprovidingahigherthannormalAsystempressuretothefeelactuator,theFEEL DIFFPRESSalsoilluminatesafter30seconds. Note on the last system, its inhibited <100 ft. RA and AP selected, and when the EFS is not operational.

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FuelScavengeJetPump
Defuelscavengejetpumpscavengesresidualtrappedfuelfromthecentertanktotank#1. Even at 0 Kgs indication there is still some residual fuel in the center tank. This fuel is trapped and cannot be sucked up by the scavenge line of the center tank boost pumps because of its elevated position.Tobeabletousethislastbit offuel,acentertankscavengesystem isprovided.Toactivate the system, next conditions need to be met; the LEFT FWD pump operating and tank #1 quantity lower than half full. (< 1990 Kgs) When the float type shutoff valve opens, it allows LEFT FWD fuel pump flow to create a negative pressure in the (nonrotating parts) eductor type scavenge pump which in turn draws fuel from the center tank relieving it in tank #1. Of course this will create over time (the pump capacity is 100200 Kgs/hr. (AMM)) a relatively small imbalance between the main tanks. The book says that the system continues to run for the remainder of the flight (cant be shut off) but when youll remove the controlled condition (LEFT FWD fuel pump) also the jet pump stops operating. When the center tank is depleted, the scavenge pump draws air from the center tank to tank#1whichobviouslydoesnoharmtoengine#1operation. Note:thedissolvedairstoryoffuel.Whenonsuctionfeedwithahighfueltemperatureandarapid decreasing pressure over the fuel, air bubbles (aeration) appear in the fuel possibly causing engines torunerraticorevenflameoutwhensuckedupthoughthebypassvalve. Note: when both center tank fuel pumps are inoperative, fuel will be trapped in the center tank. There is no bypass valve provision for suction feed, also the left main tank quantity has to be below half full to even start the scavenge jet pump. Even so, the scavenge rate is insufficient to be used for emptying the center tank. Under these conditions youll use main tank fuel before the center tank is at required safe levels and a possible overstress of the wing roots arises. (>453,themaintankshavetobefulland>726,CONFIG)

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Fuelvalves
Lets look at the most important valves in the fuel system, the Spar Fuel Valve and the Engine Fuel Valve a bit further than needed but still at an acceptable level. It will clarify what actually happens specificallywiththeEngineValve.ByallmeansjustremembertheeasywayastheFCOMexplains. The #1 most important fuel valve is the Spar Fuel Valve. This 28 VDC valve is mounted in the front wall spar of the main fuel tank supplying fuel to the fuel feed line of the engine. The DC power comesfromtheHotBatteryBusandthevalveevenhasanownrechargingBatteryPowerPacktobe able to positively close the valve in case of an emergency such as a separated engine. The valve openswhentheStartLeverisplacedintheIDLEpositionandclosesbyCUTOFFofthatStartLever,or bypullingitsFireSwitch.WhenthevalveiscloseditshowsadimbluelightevenwiththeStartLever in CUTOFF as I always explain that any blue light is a not standard flight condition light, knowing thatthebooksaysitsastatuslight. The Engine Fuel Valve is actually the High Pressure Shut Off Valve (HPSOV) and is integral with the Hydro Mechanical Unit (HMU) on the accessory gearbox. The valve opens and closes by the same controls as the Spar Fuel Valve but its actual opening is a bit more complicated. It relies on the so called Fuel Metering Valve (FMV) which is under control of the EEC. So . . when conditions meet the requirements to open the HPSOV, the EEC signals the FMV to open up the HPSOV by servo fuel pressure. On the other hand the closing of the HPSOV is achieved by the Start Lever or Fire Switch, the EEC energizes the CLOSED SOLONOID of the HPSOV which uses 28VDC from the Battery Bus. During engine start this FMV is controlled by the EEC and when conditions dictate the HPSOV (Engine Fuel Valve) to close, the EEC commands the FMV and thereby the HPSOV to close in the following conditions: AHotStartoccurs(>725C)ontheground(exceedanceprotection) If the engine decays after idle speed during start below 50% N2 speed and EGT exceeds the startlimit The EEC senses a wet start meaning no EGT rise within 15 seconds after the Start Lever is atIdle(YOUarethestartlimitfortheEGTrisewhichis10seconds!!!) AlloftheseconditionswillbeindicatedbyabrightENGVALVECLOSEDlight. Note that with an updated EEC software (7.B.Q and later) the EEC also provides a protection when approachingaHotStartmeaningarapidincreaseinEGT. The115/200VAC,400Hz,90KVAIntegratedDriveGenerator.

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ACGenerator
I recently received a request from one of our followers to explain the operation of a brushless generator.IvesendtheexplanationandthoughtonsharingthisgenericACpowergenerationinfoof an aircraft AC brushless generator. Ive used the AC generator Im familiar with and adjusted the imagetowardthatgenericexplanationandaddedthe737protectioncircuitsintheGCU. TheACGeneratorisanassemblyofthreegenerators: PermanentMagnetGenerator(PMG) ExciterGenerator MainGenerator ThemostimportantRotorcomponentsoftheACGeneratorare: PermanentMagnetGeneratorrotor ExciterGeneratorRotor;whichincludesalsotheRotatingRectifiers(3)andresistors(3) MainGeneratorRotor ThemostimportantStatorcomponentsoftheACGeneratorare: PMGStationaryArmature;output:39VAC,1,600Hz ExciterGeneratorStationaryField;input:28VDCpulsating,1,200Hz MainGeneratorStationaryField;output:115/200VAC,3,400Hz Oncetheenginegearbox(N2)onwhichthegeneratorhasbeeninstalledhascomeonspeed,voltage is excited in the PMG. This will be a 39 VAC, 600 Hz, 1 , at 100% revolutions of the IDG ( 12,000 RPM of the generator). This voltage is fed to the voltage regulator in the Generator Control Unit (GCU) through a DC Power Supply where it is converted into a pulsating direct voltage of 28 VDC, 1.200Hz. TheoutputofthevoltageregulatorislinkedthroughtheclosedGeneratorControlRelay(GCR)tothe Stator of the Exciter Generator which excites a 3 AC voltage in the Rotor. This AC voltage is than rectifiedbythreerotatingrectifiersandsubsequentlysuppliedtotheRotoroftheMainGenerator. The last step is that the Main Generator rotor field excites the required 115/200 VAC, 400 Hz, in the Main Generator Stator. The 115 VAC is the voltage taken from one phase and ground and the 200 VAC is the voltage between two phases (115 x3) which explains the ra ng of what the generator cangenerate(115/200VAC). The above shows that there is no need an external voltage source to ensure the generator is in operation,thatswhythesystemisalsoreferredtoasbeing"Selfsupported". OK the easy way is that the Permanent Magnet Generator (PMG) rotates by the IDG on the same shaft as the exciter, and Main rotors. The generated (39 VAC) is rectified to a pulsating DC in the control unit and send to the exciter stator. This DC power creates an alternate current in the exciter rotorandisrectifiedbytherotatingrectifierswhereafteritfinallycreatesanalternatecurrentinthe threemaingeneratorstator.Thisisthe115VAC/400Hzoutputofthegeneratorandismonitoredby thecurrenttransformersthatrelaxesorintensifiestheDCpowertowardtheexcitergeneratortothe requestedloadoftheelectricalsystem.

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The in the image shown protections in the CDU will deenergize the GCR thereby deenergizing the exciter field, which deenergizes the generator. This deenergizing GCR also occurs when the generatorswitchisselectedOFF.

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Isolationvalve
Theisolationvalveseparatestheleft,fromtherightsideofthebleedmanifold.Itispoweredfrom ACTransferBus1butalsocanbemanuallyopened/closedbyacontrollever,accessibleintheleftair conditionbay.BecauseitsACpower*itwillfailintheselectedpositionwhenpowerisremoved. WhentheIsolationswitchisintheAUTOpositionthevalveopeningreliesonthesocalledcorner switchpositions.TheyarethePackandBleedswitches,whenalltheseswitchesareNOTintheOFF positiontheisolationvalveisclosed.OntheotherhandifanycornerswitchisselectedtoOFFthe IsolationvalveopensintheAUTOselection. WhenaPackswitchisOFF,theIsolationvalveopenstocreateequalperformanceoftheengines. WhenaBleedisselectedOFFtheIsolationvalveopenstoallowairfromeithersideofthemanifold tobeusedfortheoffsideWTAI. Notetheisolationvalvelogicisrelatedtoswitchpositionsoatrippedpackorbleedwillnotopenthe IsolationValvewheninAUTO.AfterflighttheIsolationvalveshouldbeselectedOPENjustincase youneedtobatterystartengineswhenthereisnoAPUorexternalelectricalpoweravailable.The groundairconnectionislocatedontherightsideofthemanifoldclosetoengine#2.WhenN2>20% thereisnopersonnelallowedinthevicinityoftheturningenginesowehavetostartengine#1first. Whenthiswouldbeabatterystartyoullneedtheisolationvalvetobeopen,sowhenyouremoved ACpowerwiththeisolationvalveswitchOPEN,thevalveisstillintheopenposition. *Ageneralruleforelectricalpoweris;AClies,DCdies. Thisisanicethingtoknowalsoforanaloginstruments,anACpoweredinstrumentstayswhereit lostpowerandaDCpoweredinstrumentwilldropofftozero.

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Manualgearextension.
LetshavealookatthisNonNormalprocedureanditscomponents. WhenthegearisUPandtheLGleverintheOFFposition,hydraulicsystemApressureisremoved fromtheuplinestotheactuatorswhichcausesthethreestrutstohangintheirrespectiveuplock. ThisisalsothepreferredpositionoftheLGleverduringamanualextensionattemptbecauseofthe depressurizedhydrauliclines. Whenthegear(allorany)doesnotextendafteradownselection,followtheQRHprocedureinan attempttolowerthegear.ManualextensionofthegearisaccomplishedbypullingthethreeT handles,accessiblethroughtheManualGearExtensionAccessDoorjustbehindtheFOseatonthe cockpitfloor. TheneedforthisNonNormalprocedurecouldbecausedby: DisruptedelectricalsignaltotheLGselectorvalve NosystemAhydraulicpressureavailable LGleverstuckintheUPorOFFposition WhenopeningtheManualGearExtensionAccessDoor,adooropenmicroswitchcommandsthe LGselectorvalveelectricallydownregardlessoftheLGhandleposition.ThisactionactivatestheLG selectorbypassvalvewhichconnectsthehydrauliclinestoreturnsothemanualdownselectiondoes nothydraulicallyrestricts(locks)theactuatorsdowncapability. ThisalsopreventstheLGtoretractwhenthedoorisnotflushclosedaftertakeoffandselectedUP. ThisprocedureiscoveredintheQRHbytheLGdisagreeprocedurewiththeLGhandleUPandallred andgreenindicatorlightsilluminated,tellingyouthegearisdownandlockedbutnotintheselected position. Whenyoudpullany(orall)Thandleitsimplyreleasestheuplockbycableactionwhereafterthe respectivegearfreefallsdown,supportedbygravity(weight)andairflowtotheextendposition. Whenthegearisfullydown,thedownlockbungeespringswillholdthedownlockstrutsinanover centeredlockedposition.Normallythisisaccomplishedbyadownlockactuatorbutwiththeabsence ofsystemApressure,thespringsenforceamechanicaldownlockwhichisindicatedby(6)downand lockedgreenlights. Bytheway,thereare6greenlightsasaredundantindication.NeithergearisvisibleontheNGand thedoublegreenlightsforeachstrutwillgiveabackupforthedownindication.

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Mechanicalpressurereliefvalves.
Therearethreemechanicaladjustedpressurereliefvalvesonthe737. Positivesafetypressurereliefisaccomplishedby2mechanicaladjustedpressurereliefvalves, locatedoneachsideoftheoutflowvalve.Theyaretotallyindependentofthepressurizationsystem andpreventtheinside/outsidepressuretoexceed+9.1PSIDintheeventofapressurization system/outflowvalvemalfunction.(stuckclosedoutflowvalve) Thefuselageairframestructurecannotwithstandlargenegativepressuresandisprotectedforthat ataverylowvalue.Thenegativepressurereliefvalveislocatedattherightlowersideofthe fuselagejustfwd.oftheoutflowvalve.Thisspringloadeddoorisalsonotdependingonthe pressurizationsystemandadjustedatjusta1.0PSIDvalue.Thiswillpreventtheaircrafttocollapse whentheinside/outsidepressurebecomesnegativeforexampleduringa(very)fastdescent.

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NitrogenGeneratingSystem
FollowingtwoBoeing737CLexplosioninvestigationsinAsia(andothersincludingtheB747TWA800 midairexplosion),aprotectionwasdevelopedbyBoeingtominimizeexplosivevaporsinthecenter tank.The737explosionswerecausedbytrappedfuelhightemperaturesduetoradiantheatfrom thePacksunderthetankwhichformedhighlyexplosivevapors.Thefuelwasignitedbythecenter tankfuelpumpswhichwerestillrunningwithanemptycentertank.Earlydayscentertankfuel pumpsdidnothadanautomaticshutoffwithLOWPRESSUREasthenewermodifiedonesthatshut downafter15secondsofLOWPRESSURE.Thisisalsothereasonthatsomeonehastobeonthe flightdeckwhenacentertankpumpisrunningasbytheFCOM,thebookdoesnotcoverexplicit modificationstoeachaircraft. Thisprotectivedevice(NGS)dividesNitrogenfromOxygenbyaseparationmoduleandleaves Nitrogenenrichedair(NEA)inthecentertanktoalevelwhichwillnotsupportcombustion.The oxygenlevelisdecreasedbytheNGSto12%whichissufficienttopreventignition. TheNGShasonlyanindicationavailableintherightmainwheelwellnexttotheAPUfirecontrol panel,soithasnovisibleclewforcrewsofitsoperationduringflight. Indicationsare: OPERATIONAL(green) DEGRADED(blue) INOPERATIVE(amber) Thenitrogengenerationsystemgetsbleedairfromtheleftsideofthepneumaticmanifoldwhere afteritscooled,driventhroughtheseparationmoduleanddirectedtoaflowvalveintothecenter tank.TheNGSoperatesautomaticallyonlyinflightandshutsdowninthenextconditions: Eitherengineisshutdowninflight Fireorsmokedetectioninanycompartment LeftPackoverheat

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Outflowvalve.
Tostayinlinewiththepreviouspost,letuslookatthispressurizationcomponentofthe73. Theoutflowvalverestricts/regulatestheflowofconditionedairoverboard,therebycreatinga pressurizedenvironmentintheaircraft.Thevalveislocatedattheaftlowersideofthefuselageand hasrakededgesfornoisereductionpurposes. Thevalveismovedbyacommonactuatorwhichcanbeoperatedbyeitherofthethreeoutflow valveelectromotors.Twomotorsareoperatedbythepressuresystemcontrollersandoneisdirectly operatedbyaswitchwheninManualoperation. Automaticcontrolisaccomplishedbymeansof2CabinPressureControllers(CPCs)whichalter controleachflightorwhenamalfunctionoccursontheoperatingcontroller.Athirdwayof controllingtheoutflowvalveisbyamanualtoggleswitchonthepressurizationpanel.Theswitchis springloadedtoneutralandhasthreepositions,CLOSENeutralOPEN. Theoutflowvalveindicatorshowstheactualpositionoftheoutflowvalveinallmodesofoperation providedtheBatteryBusispoweredthroughthePRESSCONTINDC/B. Electricalpowertothethreeelectromotorsisprovidedby: AUTOmode1electricalpowertotheautoelectromotor1issuppliedbythe28VDCBus1 throughCPC1.(PRESSCONTAUTO1C/B) AUTOmode2electricalpowertotheautoelectromotor2issuppliedbythe28VDCBus2 throughCPC2.(PRESSCONTAUTO2C/B) MANUALmodeelectricalpowertothemanualelectromotorissupplieddirectlybythe28 VDCBatteryBus.(PRESSCONTMANC/B) Amodeselectorisusedtodeterminetheoperationoftheoutflowvalve,eitherAUTO,ALT(ernate) orMAN(ual). Theoutflowvalvereceivesaclosedsignalwhenthecabinaltitudereaches14.500feetintheAUTO modeofoperationsoitisnotaffectedthroughtheMANUALmode. Justforthemindsetwhenatahighaltitudeandapressureloss,youdhavetoclosetheoutflow valvetoincreasepressureintheaircraftwhichresultsinloweringcabinaltitude. Aircraftcontroloverridedevices.

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FlightControlBreakawayDevices
Therearetwodevicesthatallowyoutocontroltheaircraftincaseofamalfunctioningorjammed controlsystem. Oneconcernsrollcontrol.Whenoneoftheyokecables(oraileronPCU/spoilers)becomesjammed ormovesfreely,theoppositecontrolisstillavailabletorolltheaircraft.Thetwoyokesare interconnectedatthebaseofthecopilotscontrolcolumnbytheAileronTransferMechanism throughtorsionspringfrictionandalostmotiondevice.IftheFOcontroljams,thespringforcecan beovercomebytheCaptaintherebycontrollingtheaileronPCUthroughcables.IftheCaptain controljams,theFOcancontrolrollbyuseoftheflightspoilers.Notethatthisonlyhappenswhen theyokehasbeenturned12whichengagesasocalledlostmotiondevicewhichinturn operatestheflightspoilers. Thesecondisrelatedtopitchcontrol.Whenoneofthecontrolcolumnsbecomesjammed,thecrew canoverride(breakout)thefailingcontrol.Thecontrolcolumnsareinterconnectedbelowthe cockpitfloorbyatorquetubewithadevicethatenablesthecontrolstobeseparatedfromeach other.TheElevatorBreakoutMechanismconnectsbothcontrolcolumnsbytwospringswhichwill separatethecolumnswhen30Lbf/13Kgfisusedtoovercomethem.Whenapplied,thecontrol columnsaremechanicallyseparatedfromeachother.Notethatdeflectionoftheelevatorsis significantlyreducedandahigherforceisneededtomovetheelevators.(evenhigherthanwith manualreversion)

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Pack&packcontrol
TherearetwoPacksactivatedbyanAUTO/HIGHselectionthatindividuallyhastwoairflow directions,onethatgoesthroughathreestagecoolingcycle(2airtoairheatexchangersandan expansionturbine)andonethatbypassesthecoolingmachineanditscomponents.Thetwoflow directionsaremixedattheoutputoftheexpansionturbineofthecoolingmachine.Airthatenters thePacksthroughthePackFlowControlandShutoffvalveisat212Candisconditionedand cooledtoamixedminimumPackoutputof18Cassetthelowestonthezonetemperaturecontrol selectors.(autozonetemperaturerangeis18C30C)WhentheseselectorsareallintheOFF position,theleftPackputsoutafixed24CandtherightPack18C. TherearetwocombinedZone/Packcontrollersthatcontroltherequiredoutputtemperatureofeach Pack.ThesetwoPackControllershaveanautoonside,andastandbyoffsidecontrol,thelatter takesoverifanautocontrollerfails.InthiscaseaPACKOFFlightilluminatesonrecalltogetherwith aMasterCautionlight.WhenbothPackControllersfail,aPackOFFlightilluminateswithaMaster Cautionlight,thepackswillstilloperateuntilatemperatureexceedanceoccur. WhenaPackbecomesoverloadedbythedemandofcoolair,aPACKtripofflightilluminateswitha MasterCautionlightandthePackFlowControlandShutoffvalveclosesshuttingdownthatPack. WhenthePackcoolsdownandthelightextinguishes,thePackcanberesetbytheresetbuttonon theBleedpanel.Topreventthisconditionfromreoccurringselectahighertemperaturetounload thatPackbydemandinglesscoldairfromthecoolingmachinebypassingit. APackautomaticallyprovidesahighairflowwhentheotherPackisselectedtoOFFprovidedthe aircraftisintheairwithflapsup.Theotherconditionsrequireengineperformanceandinhibitsthe automatichighflow. Note:theimageisjustasimplifiedflowandpackcomponent,andcontrollerimagetoillustratethe flowthroughthepackandthecomponentsinbothcontrollers.

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Recirculationfans
Therecirculationfansarelocatedunderthecabinfloorontheforwardcargocompartmentsaft bulkhead.Thepurposeofthesefansistoreuseairdrawnfromthecabinanddistribution compartmentbackintothemixmanifold.DoingsothereisnoneedforairfromthePacks,thereby relievingthePacksfromproducingconditioned(cool)airimprovingengineperformance.Theleft recirculationfancirculatesairbackintothemixmanifoldfromthedistributioncompartment underneaththecabinfloor(mixmanifold/fanarea),therightrecirculationfanfromthepassenger compartment. Whenahigheramountoffreshairisneededfromthepacks,therecirculationfansareautomatically shutdownunderseveralconditionswiththerecirculationfansselectedtoAUTO,andtheisolation valveselectedtoAUTOorOPEN: Onthegroundusingenginebleedair: LeftRECIRCFANshutsdownwhenbothPacksareselectedtohighflow OnthegroundusingAPUbleedair: LeftRECIRCFANshutsdownregardlessofPackselection Inflightusingenginebleedair: LeftRECIRCFANshutsdownwheneitherPackisselectedtohighflow BothRECIRCFANSshutdownwhenbothPacksareselectedtohighflow InflightusingAPUbleedair: BothRECIRCFANSshutdownregardlessofPackselection Readingthefirstpartitmakessensethattheleftfan(distributioncompartment)shutsdownfirstas thisareaheatsupbytheseveraloperatingcomponents.(mypersonalpointofview)

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HydraulicReservoirs
The3hydraulicfluidreservoirsarelocatedinthefrontofthemainwheelwell.Theyarepressurized fromthebleedmanifoldtosupplypositivefluidtothepumps,preventingcavitationandfoaming.The standbysystemreservoirispressurizedthroughtheBreservoir.Thesepressures(4550PSI)can onlybecheckedon2gagesmountedontheforwardmainwheelwellbulkhead.QuantityoftheA& Breservoirsisdisplayeddirectlythroughgagesonthereservoirbyafloattypetransmitterwhichalso sendsasignaltotheDEUsfordisplayonthelowerDU.Thestandbysystemreservoironlyhasalow quantityswitch,whichdisplaystheSTANDBYHYDLOWQUANTITYlightontheflightcontrolpanel when<50%. TheAreservoirhasa20%standpipetopreservefluidtotheEMDPwhenaleakoccursattheEDP. TheEDPismorelikelytomalfunctionbecauseoftheenginegearboxmountedheavydesignand highercapacityitputsout.(4x) TheBreservoirhasacommonstandpipeforbothsystemBpumpssowhenaleakoccurs,fluidwill draintheentireBreservoiruntila0%indication.InthiscasetheBsystemcannotbepressurized anymorebuttheremaining1.3USGcanbeusedforthePTUtooperatetheLEliftdevices.Asecond standpipeat72%preservesfluidtothislevelforbothBsystempumpoperation,incasealeakoccurs whileusingthestandbyhydraulicsystem. MinimumquantityfortheA&Breservoirsis76%whichtriggersawhiteRF(refill)indicationonthe lowerDUwhenonthegroundandTEflapsareup,ornoenginesareoperating. Besidesthat,whenequippedwithanupdatepinfunctiontothelowerDUonsystems,therecanalso beareddialindicationwhenAorBquantitiesdecreaseto0%,orincreasesto106%. Thepumpsheated(casedrain)coolingfluidreturntothereservoirs,isroutedthroughoiltofuel heatexchangersmountedonthebottomofthemaintanks.Toachieveenoughcoolingforonthe groundoperation,thereshouldbeatleast760Kgoffuelinthetankseach.

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TheAPUStarter/Generator.
TheAPUisstartedthroughastarter/generatorandwhenonspeedtransferstoanACgenerator. ThestartsequenceoftheAPUstarter/generatorisdeterminedbytheGeneratorControlUnit(GCU) whichreceivespowerfromtheSwitchedHotBatteryBus.ThatisthereasonwhytheBatterySwitch mustbeintheONposition(switchedhotbatterybusenergized)tooperatetheAPU.Whenswitched OFF,theSwitchedHotBatteryBusandECUbecomedeenergizedwhichinturnshutsdowntheAPU immediatelywithouttheregular1minutecoolingcycle.(tripsthegeneratorofflineandclosesthe APUbleedvalvetounload/cooltheAPUpriorshutdown) StrangelyenoughpowertothestarterisprovidedbyeithertheBattery(28VDC),orTransferBus1 (115VAC).Bothvoltagesarefirstchanged/boostedtoawhopping270VDCbytheStartPowerUnit (SPU),whereafteraStartConverterUnit(SCU)createsthe270VACwhichisneededtodrivethe starter/generatorinthestartmode.Thissignallastsuntil70%RPMwheretheSPUbecomesde energizedandtheAPUbecomesselfsustainingandacceleratesfurthertoitsoperatingRPM. WhentheAPURPMreaches95%theECUcommandstheblueAPUGENOFFBUSlighttoilluminate asasignalthattheAPUgeneratorcanassumetheelectricalload. TheACgeneratorconsistsofthesamepartsastheregularACgeneratorasdescribedinanearlier postandcansupply90KVAbelow32,000feetand66KVAat41,000becauseofAPUloadcapabilities withlowairdensities.

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LandingGearTransferValve
TheLandingGearTransferValvehastwowaysofoperation. ThesimplestistotransferthenosewheelsteeringoperationfromitsnormalhydraulicsystemA,to thealternatehydraulicsystemBontheground(only),byaswitchontheleftfront(Capt)panel. Thesecondwayofoperation(inflight)isabitmorecomplexasithas3conditionsthatneedstobe metbeforetheLGtransfervalvemovesfromitsnormalhydraulicsystemAoperationforgear retractiontothealternatehydraulicsystemB. 1. Engine#1,N2below50% 2. LandingGearHandleinUP 3. AnygearNOTintheUPandlockedposition ThePSEUistriggeredbythoseconditionsandmovestheLGtransfervalvetosystemB.Notethatthe PSEUlightisinhibitedfromT/Othrustuntil30secondsafterlandingbutDOESguardandoperatethe 737ssystems.Losingengine#1stopstheEDP(hydraulicsystemA)outputsotheonlywayto pressurizetheAsystemisbymeansoftheElectricHydraulicPumpwhichputsout4timesless volumethantheEDP.Thiswouldresultin4timesslowermovementofitscomponentsincludinga gearretractionwhichisanunwantedsituationjustaftertakeofforonagoaroundwithN1 conditionswhenyouneedtocleanthatconfigurationasfastaspossibletodecreasethemassive dragbyanyextendedgear.InthatcasetheretractionistransferredfromtheA,totheBsystemsoa normalfastretractionofthegearisachieved. ThePowerTransferUnit(PTU)isabackuptotheLEliftdevicesifthehydraulicsystemBEDPfailsor haslowoutput.ItsupportstheBsystemelectrichydraulicpumptooperatetheliftdevicesina higherspeedasitwouldbe4timesslowerwithjusttheEMDP.ThePTUcanalsooperatethelift deviceswhensystemBfluidislosttoa0%indication,stillholding1.3USGresidualfluidinthe reservoirtobeusedbythePTU.

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PTU
ThePTUoperateswhenthenextconditionsaremet: 1. Airborneand, 2. SystemBEDPpressurelow(<2350PSI)and, 3. TEflapslessthan15butnotUP. IfthisoccursthePTUcontrolvalveopens,allowingsystemApressuretooperatethePTUhydraulic motor.Themotordrivesahydraulicpumpthroughacommonshaftandusesthe1.3USGfrom belowthestandpipeonthebottomoftheBreservoirtooperatetheselectedliftdevices.Ofcourse therearereturnlinesbacktotheBreservoirfromthePTUhydromotoranduseddeviceswhichare notvisibleoncommonsimplified(FCOM)schematics. NotethatthePTUdoesNOTtransferfluidfromAtoB,andthattheselecteddevicescanbeextended ANDretractedbyuseofthePTUbutwilloperateaccordingtheusedpumps.(EMDP+PTUorPTU only)

Teaser....howCANyoutransferhydraulicfluidfromABorBA?? AB 1. EMDP'sOFF. 2. Releaseparkingbrakes,depleteaccumulator(<1800PSI) 3. EMDPA,ONandapplyparkingbrakes. 4. EMDPA,OFFanddepressurizebycontrolcolumnmovement. 5. EMDPB,ONandreleaseparkingbrakes.(SendsthefluidbacktosystemB) AB 1. EMDP'sON. 2. EMDPB,OFFanddepressurizebycontrolcolumnmovement. 3. EMDPA,ONandapplyparkingbrakes.(UsesfluidfromsystemA) 4. EMDPB,ONandreleaseparkingbrakes.(SendsthefluidbacktosystemB) BA 1. EMDP'sOFF 2. EitherFLTCONTROLtoSTBYRUD. 3. No1thrustreverserOUT(usesstandbyhydsys) 4. FLTCONTROLtoON. 5. EMDPA,ON. 6. StowNo1thrustreverser(usingsysA)

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WingThermalAntiIce(WTAI)
WingantiiceisprovidedfortheinnerthreeLEslatsonlyandispreferablyusedasaDEicer.ANTI icewouldconstantlyheatuptheLEtherebymeltingtheicecrystalsimmediately,creatingwater runbackoverthewingandpossiblyfreezinguponflightcontrols.Besidesthatitwouldhavea negativeeffectonengineperformanceandfuelconsumption. NotethatuseaboveFL350maycauseadualbleedtripoffbytherequestoftheamountofairalso notethat(ENG)antiiceisnotrequiredwhen<40CSAT. Theouterslatsarenotdeicedbecausethenarrowouterslatcannotholdthehardwareneededsuch as,ableedmanifold,telescopictubeandspraytubes.Thewingisactuallynotproducingmuchliftin thatareaanywayandtheyrealizedthatsomeiceaccretiononthatpartofthewingwouldnothurt toomuch.Eventuallysomedragandincreaseinstallspeedoccurs,nottoforgetthatincaseyouuse WTAIthestallwarningcomputerremainssetwithincreasedspeedlogic. WherethereislittlecoolingairflowovertheLEontheground,theyareprotectedagainst overheating.Firsttheenginebleedairisextracooledthroughtheprecoolerwhichallowstappedoff fanairtoextracooltheenginebleedairformaximumLEcoolingontheground.Secondthereisan overheatsensor(125C)whichclosesbothWTAIvalveswhenexceededandopeningupagainata predeterminedvalue. Duringthedesign/testphaseitturnedoutthaticedoesnotaccumulateontheempennage,mainly duetoitspositioninrelationtotheenginescausinghotairfromtheenginesstrikingtheempennage. Althoughsomeicecanbuildupinthatarea,itdoesnthaveanyadverseconsequences(thestabilizer regularlychangestheAOAandeventuallysheddingiceunderthenewconditions). ThemilitaryversionoftheBoeing737,theP8Poseidon,doeshaveasocalledelectromechanical expulsiondeicingsystems(EMEDS)installedontheleadingedgesoftherakedwingtips,horizontal andverticalstabilizers.Thesystemisspeciallydesignedfortheaggressiveslowandlowlevelcold weathermissionassignmentsofthisaircraftanddoesbasicallythesameasadeicingbootbut deformstheLEselfbyusinglowelectricalcurrent(28VDCand25Amps).

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B737Yawdamping
AirplaneswithcontinuedDutchRolltendenciesusuallyareequippedwithgyrostabilizedyaw dampers.TheBoeing737hastwoyawdampers,aprimaryandastandbyyawdamperthatkeeps theairplanestablearoundtheverticalaxiswhenselectedONandwiththerespectivehydraulic systempressurizedthroughminimumSMYDgeneratedrudderinputs. WhenengagedinNORMALOPERATION,theprimaryyawdamperprovidesinputtothemainRudder PowerControlUnit(PCU)solenoidvalveandiscontrolledbytheStallManagementandYawDamper Computer1(SMYD1).TheinputsolenoidvalveuseshydraulicsystemBtomovetheyawdamper actuatorwhichadsinthemechanicalrudderinput.Theyawdamperitselfdoesnotfeedbackmotion backtotherudderpedals.Theyawdamperinputtoruddermovementislimitedto2withflapsup, and3withflapsdown. Toengagetheprimaryyawdamperselect: HydraulicsystemBON, FLTCONTROLBswitchONand YAWDAMPERswitchON o Engagelightextinguishes WhenengagedduringMANUALREVERSION,thestandbyyawdamperusesthestandbyRudderPCU andiscontrolledbySMYD2whichoperateswithstandbyhydraulicsystempressure. DuringmanualreversionthesocalledWheelToRudderInterconnectSystem(WTRIS)supports standbyrudderoperationthroughSMYD2whichreceivesaninputsignalfromtheCaptainscontrol wheelforcoordinatedturnsduringmanualreversion. ToengageWTRISandstandbyyawdampingselect: BothFLTCONTROLswitchesOFF AtleastoneFLTCONTROLswitchtoSTBYRUD YAWDAMPERswitchON o Engagelightextinguishes BothFLTCONTROLAandBswitchesmustbeOFFtoenableSMYD2,andoneorbothswitchesmust thenbeintheSTBYRUDpositiontoprovidestandbyhydraulicpressure.WTRISonlyoperatesat<M 0.4andyawdamperinputtothestandbyrudderPCUmovementsarelimitedto2withflapsup,and 2.5withflapsdown. BothyawdampersystemsareselectedbyacommonengageswitchontheFlightControlpanel. WhenselectedONandtheYAWDAMPERlightextinguished,itonlytellsyoutherespectiveyaw damperisengagedregardlessofoperatingbyhydraulicpressure.Duringpreflighttheswitchholds andthelightextinguishesevenwithouthydraulicsystemBpressure.Theotherway,ifyoudlose systemBpressure,theswitchstillholdswithnolightilluminatedbutprimaryyawdampingislost. TheswitchonlykicksOFFwhentheFLTCONTROLBswitchisdeselectedfromtheONposition.To regainyawdampingyouwouldhavetotransfertomanualreversiontooperatethestandbyyaw damperwiththestandbyhydraulicsystemwhichyou(ofcourse)willnotdo.

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Zonetemperaturecontrol
TemperaturecontrolisachievedbymixingcoolPackairwithhotPackbypassair.Thenormal temperaturerangeselectionisfrom18C30CthroughmixingcoldairfromthePackswithtrimair foreachindividualcompartment.TheleftPackprovides20%totheControlCabinand80%tothemix manifoldwheretherightPackprovides100%tothemixmanifold.TheZone/Packcontrollershold thevariouscontrolelectronicsfortheContCabinandPassengerzones.TheContCabinhastwo controllers,aprimaryandabackupwherethePassengerCabinhasonlyonecontrollerforeacharea fromeitherZone/Packcontroller.(seepreviousimage)IfbothContCabincontrollersfailyoudgeta ContCabinZONEtemplightwithaMasterCaution,ifonefailstheyilluminateonrecall.Ifa PassengerCabinControllerfailstheZONEtemperaturelightandMasterCautionilluminatesonrecall andthetwocabinrequirementwillbeaveraged.AZONEtemperaturelightalsoilluminatewhen thereisanexceedanceofducttemperature,therespectivetrimvalvewillclosewhichcanbereset bytheresetbuttonwhencooleddown.(selectcolderonthatarea) InthenormalmodethePacksproduceatemperatureaccordingtheselectionofthelowest temperature,theremainingzonesusetrim(hot)airrequiredfortheirselectedtemperature. Unbalancedmode(ControlCabintrimairmalfunction) TheleftPackproducestheselectedControlCabintemperatureandtherightPackputsoutthe lowestPassengerCabinselectedtemperature,thePassengerzonetrimvalvesstilloperate. Unbalancedaveragemode(anyPassengerCabintrimairmalfunction) TheleftPackproducestheselectedtemperaturebutthetrimairvalvestilloperatesandtheright PackputsoutanaverageofbothPassengerCabinselectedtemperatures. SinglePackoperationandTrimONresultsinnormaltempcontrol,withTrimswitchOFFalltrim valvescloseandthePackaveragesthethreecompartmentrequirements. TrimswitchOFF,alltrimmodulatingvalvesarecloseandtheleftpackproducestheselectedControl CabintemperaturewheretherightpackproducesanaverageofthePassengerCabinselected temperatures. TempselectorsOFFwillcreateafixed24Coutputfromtheleftand18CfromtherightPack.

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Lavatoryfireprotection.
InotedalsoB737cabincrewLikestoourFBpage,soIlltrytoaimacoupleofsubjectsinthat direction,ofcoursealsoneedtoknowsforflightcrews. LetsstartwithBoeingsapproachoffireprotection,ofcoursewerediscussingfiredetection& extinguishingNOTprotection;) Thelavatorysmokedetectionsystemneeds28VDCfromDCBus#1tooperate. Thelavatoryisequippedwithasmokedetectionsystemandafireextinguishingsystem.Insome73s youstillfindaSMOKEannunciatorlightattheP5forwardoverheadpanelbutmostlythereisno indicationontheflightdeck. Inthecabinwefindsmokedetectionindicationsthroughthenextcomponents: 1. SmokeDetectorUnit Asthenamesays,itsasmokedetectionandtheunitismountedagainsttheceilingofthelavatory.It hasagreen(power)lightandared(smokedetected)light,alsoanalarmhornwillsoundwhen smokeisevidentfor>8seconds. 2. LavatoryCallLight LocatedabovethelavatoryandisaCall/ResetLightthatflashesamberwhensmokeisdetected. 3. MasterLavatoryCallLight AteachEXITlocatorlighttherearethreeindicatorlightswhereaflashingamberMasterCallLight indicatesthereissmokedetectedinthelavatoryinthatrespectivearea(fwd.oraft). 4. AttendantControlPanels(fwd.&aft) Onthesepanelstherearemoreoptionsthanjustsmokedetectionasyoucantestthesystemhere anddetectFAULTS.Whensmokeisdetectedaredlightflashestogetherwithaflashinglocaterlight thatidentifiestheareawherethesmokeisdetectedandanintermittenthornissoundthroughthe panel.Theswitchesandlightsonthepanelareselfexplanatory,whenaFAULTisdetectedduringa testthefailingdetectorisindicatedthroughthelocationindicator. 5. PassengerAddress(PA)system ThePAsoundsarepetitivehighchimewhensmokeisdetected.

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Centertankboostpumps
Therearetwoboostpumpslocatedinthecentertankthatfeedfuelintotheenginesupplyfuel manifoldatarateof10.000Kgsperhour.Thevalvesaremountedoneithersideofthecrossfeed valvesowithaclosedcrossfeedvalvethepumpsprovidepressurizedfueltotheirrespectiveside, theleftcenterboostpumpisthanneededtosupplypositivefuelfeedtotheAPU.Electricalpowerto operatethepumpsareleft,ACtransferBus1andright,ACTransferBus2. Thedesignissuchthatthereisnobackflowpossiblethroughthepumps,meaningacheckvalve preventsfueltransferthroughtheenginefeedmanifold.Thesepumpsalsodonothaveabypass valvewhichisneededforsuctionfeedaswiththemaintankfuelpumpsso,fuelinthecentertankis trappedwhenbothcentertankpumpsareOFForproducingnopressure.(thefuelscavengejet pump(100200Kgs/hr.)isnotconsideredatransferflow) Thecentertankboostpumpsareofahigherpressurethenthemaintankpumpstherebycausingthe centertanktoemptyfirsttopreventwingrootstresswhenthiswouldnotbethecase.TheFCOM limitstatesthatthewingtankshavetobefullwhenthereismorethan453Kgsoffuelinthecenter tank.Thesecondlimitisrelatedtothat,i.e.whenthereismorethan453Kgsinthecentertankthe boostpumpsmustbeON. IpostedtheC130videowherewingrootstresscausedthewingstoshearoff,thewingtankswere notfullandtheaircraftuploadedwaterandchemicalsinahugetankinsidetheaircrafteverytimeto fightforestfires.Aboutthesamehappenswhenthe453limitisnothonoredwithapossible exceedanceoftheMZFW. ThereareupdatedcentertankboostpumpsthatautomaticallyswitchOFFwhenLOWPRESSURE (<22PSI)isdetectedfor>15seconds.Asthesenewertypepumpsmodificationsarenotcoveredby theFCOMtheNOTEstillexiststobeontheflightdeckwhenacentertankpumpisoperating. The2LOWPRESSlightsonthefuelpanelareextinguishedwhenthepumpsareOFFwherethemain tankpumpsshowLOWPRESSwiththeirswitchOFF.IcallthatRecallLogicasthiswouldbea normalconditionwhenthecentertankisemptyandthepumpsOFF,preventingtheMCSto illuminateFUELattheCaptainsideAnnunciatorPanel(Recall)whenpushedwiththecentertank emptyandtheswitchesselectedOFF.TheLOWPRESScircuitischeckedwhenthepumpsare selectedONforashortmomentuntilthe22PSIisreached.

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Antiskid
The73isequippedwithasystemthatpreventwheelsfromskidding(decelerating),thereby optimizingbrakingcapabilitiesonanyrunwaysurfacecondition. Anantiskidconditionreleasesbrakepressuretotheaffectedwheel(s)whichstopstheskidcondition when: Uncommanddeceleration.(Antiskidprotection) Wheel(s)stopsinstantaneously.(Lockedwheelprotection) Landingwith(parking)brakesON.(Touchdownprotection) Hydroplaning Todetectawheeluncommandeddeceleration,anelectricalsocalledtransducerismounted underneaththehubcapofeachwheelandismonitoredbytheAntiskid/AutobrakeControlUnit (AACU).ThissignaliscomparedtoinformationfrombothAir Data Inertial Reference Units (ADIRUs) andisalsousedforautobrakesystemwheelspeedfunctions. TheAACUcontrolstheantiskidsystemandmonitorsformalfunctionswhichareindicatedonthe flightdeckbyanAntiskidInoperativeLight.AnadditionalsignaltotheAACUcomesfromtheparking brakesystembecausethenormalantiskidsystemreturns(releases)hydraulicfluidthroughthe parkingbrakevalve.Whentheparkingbrakevalvehasadisagreewiththelever(switch)theantiskid inoperativelightalsoilluminates. Antiskidisprovidedduringoperatingnormal(systemB),alternate(systemA),andoperationofthe brakeswithresidualaccumulatorpressure.Wheninnormaloperation,antiskidisprovidedthrough4 antiskidvalvesforeachwheelseparatelyandduringalternateoremergency(accumulator)operation through2antiskidvalveswherebythewheelsareprotectedinpairs. Toallowretractbrakestooperate(Alternatebrakepressure,systemA)theantiskidsystemisde energizedwhenthegearretracts. Beawarethattheantiskidsystemreleasesbrakepressure,alsoduringemergency(accumulator) operationwhichwouldreduceemergencybrakeapplicationswhensteppingonthebrakestoohard.

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LeadingEdgeFlaps
Highliftdevicesoneachwingare2LEKruegerTypeFlapPanelsand4LESlats.TheLEflapshave1 extendposition,FullExtendwheretheLESlatshave2positions,ExtendandFullExtend,indicatedon theaftoverheadpanel.Onthecenterinstrumentpaneljustbelowthe(TE)FlapsIndicatorthereis alsoanamberLEFLAPSTRANSIT,andagreenLEFLAPEXTENDlight. InNORMALoperation,theLEFlapsmovebysystemBpressuretoextendwhentheTEFlapstravel awayfromtheUPposition.TheymoveinsequenceaftertheTEFlapstraveltotheirselectedposition ascommandedmechanicallybyafollowupcablesystemoftheTEFlapssystem.Theextendtime fromUPtoEXTENDtakes7secondsandfromEXTENDtoUP7.5seconds.WhentheBsystem pressureislow,asocalledpriorityvalvegivesoperationprioritytotheLEFlapsovertheTEFlaps.It reducestheflowratetotheTEFlaps,sotheLEFlapsmoverelativelyfastertotheirextendposition. WhentheBsystemEDPpressureislow,thePTUsupportsLEFlapextend&retractmovement.Refer forPTUoperationelsewhereonthisB737TheoryFBpage. InALTERNATEoperation,theLEFlapsusesstandbyhydraulicpressureandcanonlyextendtheLE Flaps.(Redguardedswitchindicatesanirreversibleaction)Inthiscasethecommandiselectrically throughtheAlternateFlapswitchesontheFlightControlPanelandtheextendtimefromUPto EXTENDis32seconds. Duringcruise,pressureisremovedfromtheLEFlaphydraulicsystemwhichcreatesahydrauliclock oftheLEFlaps.ThispreventsLEFlapextensionathighspeeds/altitudeswhichisaccomplishedby commandoftheFlapsandSlatsElectronicUnit(FSEU). Thisconditionexistswhenthenextconditionismetfor>5seconds: Airborn, FlapLeverUP, LEFlaps(andSlats)UP TheLEuncommandedmotion(UCM)detectionfunctionstopstheLEnormaloperationiftwoor moreLEflaps(orslats)moveawayfromtheircommandedposition. DifferentthantheLESlats,theLEFlapsdonothaveaninternalactuatorlockingdevicesowhen residualsystemBpressurehasleakedawayduringextendedparking,thepanelscandroopoffby theirweightandgravityforces.ThiswilldeactivatetheStallWarningTestcapability. Rudder(verticalstabilizer)loadreduction Asonmostlargeaircrafttheverticalstabilizerisoneofthemostfragilestructuralparts.Itcannot withstandlargeloadscausedbyfullrudderdeflectionathigherspeedsandthereforeisprotected againstthosehighforces.The737ruddermainPCUreceivesinputfromthepedalsthroughinput leversandafeelandcenteringunitwhichmovestherudderpanelbyhydraulicsystemA&B pressure.Pressureswillbeatnormalvalues(3000PSI)whenflying<137Kts,above137Ktsaload limiterreducessystemApressureto1450PSIresultingina25%reductionofthetotalloadonthe rudder.Theresultofthisreductionprotectstheverticalstabilizeragainsthighforcesatahigher speed,leavingfullpressureanddeflectionavailablewhenneeded,attakeoffsandlandingsfor directionalcontrol. Anexampleoftheverticalstabilizerweakpointisanattemptin2001torecoveranA300after beingstruckbywaketurbulenceandaggressivemaximumrudderinputswhichshearedofthe verticalstabilizer.AlsonotethattheverticalstabilizerwastheonlyintactpartoftheAirFrance447 incidentovertheAtlantic. 35

 InthepastofmyfieldofexperienceIsawaverticalstabilizerofaP3Oriontotallybeingsheared offlikeitwasremovedwithachainsawwhenitstruckawashrackwhentheaircrafthasbeen swappedaroundbyatwisteratNASJacksonvilleandwhenaP3hitsapowercableatPagoPago Hawaii. Beawareofthestructuraldesignofyouraircraft!!

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ThrustReverser
Eachengineisequippedwithathrustreversersystemthatreducesstoppingdistanceandbrakedisc wear.TheT/Rsreversethefanairflowforwardthroughblockerdoors,cascadesandtranslating sleeves TheleftT/RuseshydraulicsystemAandtheright,systemBwheretheybothareabletoreceive standbyhydraulicpressurewhentheirrespectivehydraulicsystemisunserviceable.NotethatT/R usewithstandbypressureisofalesserrateso,losingonemainhydraulicsystemwilloperatethat sideslowerthanwithmainsystempressurecreatingapossibleswerveduringreverseraction. TheT/RsarecontrolledbytheT/Rleversonthethrustleversandoperatewhen<10ft.RAoronthe ground.TheT/RoperateswhenthethrustleverisattheIdlepositionandtheT/Rhandleisliftedto theinterlockpositionwhentheisolationvalvepositionstodeploythetranslatingsleeves.The EECsdeterminethroughaLinearvariabledifferentialtransformer(LVDT)a60%openingofthetwo sleevesoneachT/R,whereafterthemechanicalinterlockreleasesandtheleverscanbelifted furthertotheDetent1,2orMAXposition. Whenthesleevesmove,theCDSshowsthenextmessageontheUpperDU. AmberREVwhendeployingorstowing GreenREVwhenfullydeployed WhenstowingtheT/Rs,thestowcommandisinitiatedbypassingthe1Detentpositionwhich commandstheT/Rsleevestostow.WhentheT/Rleverisfulldownandthesleevesatthe0% (closed)position,theisolationvalveclosesandthelocksengage. DuringnormaloperationtheamberREVERSERlightontheenginecontrolpanelilluminatesfor10 secondswithoutaMASTERCAUTIONduringaT/Rstowoperationandextinguisheswhenthelocks areengaged.ThelightwillstayilluminatediftheT/Rdoesnotstowin10seconds,indicatinga malfunction. Whenthelightilluminatesformorethan12secondsamalfunctionisdetectedandtheENG annunciatorandMASTERCAUTIONlightilluminates. WhenthedownmotionoftheT/Rleversisdelayedformorethan18seconds,theENGannunciator andMASTERCAUTIONlightilluminateandthelockswillengage,preventingfurthermovementofthe sleeves.Toclearthissituationyoucancycletheleverstotheinterlockpositionandbackdown. WhenaseriousmalfunctionordisagreeexistsbetweentheLVDTs,theENGINECONTROLlight illuminatesontheenginecontrolpaneltogetherwithaMASTERCAUTION.Whenilluminated,it couldmeanaseriousengine(EEC)malfunctionoranLVDTmalfunction/disagree,whenilluminated donotdispatchtheaircraft.

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Each T/R translating sleeve has two deactivation points, installing two pins at these points prevents T/R deployment. Follow the thrust reverser deactivation for flight dispatch procedure from the current (AMM) manual to operate the aircraft with deactivated T/Rs.

Anautorestowcircuitcomparesactualreversersleevepositiontothecommandedposition.When itdeterminesanincompletestowageoruncommandmovementofthesleevestothedeployed position,thecircuitcommandstostowtheT/R.Whenactivated,theisolationvalveremainsopen andthecontrolvalveisheldinthestowedpositionuntilthethrustreverseriscommandedtodeploy.

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TailSkid
Toprotecttheaftlowerfuselagefromoverrotationdamagethe737NGisequippedwithaTailSkid. Itconsistsofasortofshockabsorbercartridge,askidfairingandaskidshoe,wherethelasttwo partsareoutsidethefuselagewhereallotherpartsareinside. Alighttouchtotherunwaycausestheshoetowearoff,indicatedby4dimplesontheshoe indicatingtheamountofwearandisanindicationwhentheshoeneedstobereplaced. Whentheshoehitsanobjectoranunevenpartoftherunwayduringtheskid,thelowerpartofthe shoeshearsoffasontheleftimagetoindicateataildragbutdoesnotdamagetheskidfairing. Afirmtouchcrushesthecartridgepushingtheskidfairinginsidetheaftfuselage.Thehigherthe forcethefurthertheskiddisappearsindicatedbycoloreddecals.Ifthegreendecalisstillvisiblethe skidisstillserviceablebutifthegreendecaldisappearsinsidethefuselage,thereddecalindicates thattheskidmustbereplaced. Whenthekisstotherunwayismorethanfirm,theskiddisappearstotallyinsidetheaftfuselage andasafetypin(fusepin)allowsthecartridgetopivotinside(otherthancrushing)thereby protectingtheaircraftstructureagainstmassiveloads. Thereisalsoanoptionforaretractabletailskidthatextendsontakeoffsandlandingswhichisunder controloftheSupplementalProximitySensingElectronicUnit(SPSEU)andoperateswithhydraulic systemApressure. TheSPSEUcommandsthetailskidtoextendif: Intheairfor2minutesand, LandinggearleverisDNand, Eitherengineisrunning TheSPSEUcommandsthetailskidtoretractif: Ontheground5secondsor, LandinggearleverisnotDNor, Noenginesoperating

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Vortexgenerators.
The737isequippedwithseveralboundarylayercontroldevicesor,vortexgenerators(VGs). Theyaremountedonthenextlocations: thewings thetailcone theinnerenginenacelle thenose theAPUinletdoor ThevortexcreatedbytheVGaffectstheboundarylayerontherespectivesurfacebehindthedevice bypullingairfromoutside,intotheboundarylayer.Itcreatesanairswirlthatdrawsairfrom abovetheboundarylayerintothislayerintensifyingitandmakingitmorecompact.VGsare mountedtoslow,controlorevenpreventboundarylayerseparation. VGsareusedonthe737wingstoimprovehighMachpitchcharacteristicsbeyondinitialbuffetand tolowerstallspeedsinthelandingconfiguration.The(backswept)wingdesigncreatesarelative weakboundarylayerwheretheoutboardwingsaremoresensitivetoinitialflowseparation.The purposeofthewingVGsistostrengthentheboundarylayer(especiallywithhighAOAs)anddirect theairflowonthesurfacecontrols. Onthetailcone,VGsaremountedtoseparatetheflowfieldfromthehorizontaltailthereby reducingdrag,improvingperformanceandreducingelevatorvibrations. AVortexControlDevice(ornacellechine)isinstalledontheinboardsideofthenacelles.Theengines aremountedrelativelyclosetothewingwhichresultsinairdisturbanceathighanglesofattack.To controltheairflowathighAOAsandslowspeed,aBoeinginventedVCDismountedontheinner sideoftheenginenacelle.ThecreatednacellevortexisdelayedwithhighAOAstosupportthe airflowoverthewing,increasingliftinthoseconditions. ThereareanumberofVGsmountedonthenoseoftheaircraftjustbeforethewindows.The generalpurposeistoreduceairflownoiseby34Dbs.ontheflightdeck,directingtheairflow awayfromsharpedgesandcornersofthewindows. OntheAPUinletdoor,thereisaVGinstalledtoimprovehighaltitudestartingoftheAPU.Whenthe inletdoorisopenedduringflight,theVGimprovesinletramrecoveryandtherebythepressure differenceacrosstheAPUeventoassist(electrical)starting.

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Windowheating
Windowheatisprovidedtoimproveimpactresistance(birdhit),icebuildupanddefoggingand shouldbeselectedONatleast10minutesbeforetakeoff.Eachfrontalwindow(L&RSIDE&FWD) haveanownWindowHeatControlUnit(WHCU)whichreceivepowerfromtheirrespective115VAC TransferBus. Thisheatingisaccomplishedbylaminatedglassandvinylwindowlayerswithinbetweena conductivelayerthatallowselectricalcurrenttoflowthroughitwhenheatingisselected.This gradualincreasingcurrentflowcreatesheatbyresistanceinthelayertowardsatarget temperatureof43C.TheWHCUadjustsheatingcurrentinitsoperatingrangetopreventathermal shockandreducesthecurrentflowathigherrangestopreventanovertemperature.Windowheat becomesactivewhenselectedtoONandthewindowtemperatureis<37C,indicatedbyagreenON light(orextinguishedOFFlight)meaningthereiscurrentflowthroughtheconductivelayer.When thewindowreachesthetargettemperaturetheWHCUinterruptselectricalpowerandextinguishes theONlight(orilluminatestheOFFlight)whichcouldalreadybethecasewhenparkedintothesun onahotday. Tomakesurethesystemoperateswhenneeded,thereisaPOWERTESTswitchthatbypassesthe thermistorandsendselectricalcurrentthroughthewindows.Beawarethisactionwillbypassthe controlunittemperatureregulationsowhenactivatedtoolongitcouldcauseanovertempcondition inthatwindow. AnothertestfunctionistheOVHTTESTswitchthatsimulatesanoverheatconditionwiththewindow heatswitchesinON,indicatedbyamberOVHTlightsonthecontrolpanelandextinguishedONlights (orilluminatedOFFlights).Thesimulatedoverheatmustberesetbyselectingthewindowheat switchestoOFFthanbacktoON. Whenawindowovertempsatvalueshigherthan62C,theWHCUinterruptspowertotheaffected windshieldandilluminatesanOVERHEATindicationtogetherwithanextinguishedONlight(or IlluminatedOFFlight).ThisconditioncanberesetbyselectingtheaffectedwindowtoOFFandback toONwhenallowedsufficientcoolingfirst(25minutesaccordingtheQRH). Whenwindowheatisinoperativepreventspeedsabove250Ktsataltitudesbelow10.000ft.to minimizetheeffectwhenabirdstrikeoccursonthewindow.

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Wing&BodyOverheat
OntheP5overheadbleedpanel,thereare3cautionlightsmountedthatwarnsyouforanoverheat conditioninthebleedsystem.TwoofthemareINSIDEthemanifoldandconsideredsafeasthey havearesetfunctionaftertheoverheatconditioniscorrected,theBLEEDTRIPOFFandPACKlight. ThethirdlightistheWINGBODYOVERHEATlightthatindicatesanovertemperatureOUTSIDEthe manifoldandisconsiderednotsafe.Thisindicationdeterminesanoverheatintheareawherethe ductislocatedindicatingaductleakorworse,aductrupture. Theareascoveredbytheleftindicationare: Leftenginestrut(154C) Leftinnerleadingedge(154C) Leftairconditioncompartment(124C) Keelbeamarea(124C) APUbleedductarea(124C) Therightindicationcoverstheenginestrut,leadingedgeandairconditionontherightside. Whenawing&bodyoverheatcondition(leak)exists,usethecurrentQRHtodeterminethelocation andisolatetheleakbyselectingacombinationofpneumaticsystemrelatedswitchestoOFF.When locatedandisolated,thetemperaturedropsandextinguishestheindicationknowingthatthe overheathasdisappearedbutnotthecauseoftheindication. WhenthecorrectQRHprocedurewasfollowedtheoverheadconditionshouldclearasthesource hasbeenremovedsomewhereduringtheprocedure.Ifnot...theQRHdoesntsuggestssteps beyondtheproceduresousecommonsensetoflyoutofthiscondition. ThesystemhasatestswitchlocatedontheP5bleedpaneltotestthecontinuityofthesensing loops.Theteststartswhenthebuttonispushed>5secondsandindicatesthesameasinan overheatconditionbythenextamberindications: WINGBODYOVERHEAT AIRCONDannunciator MASTERCAUTION

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HorizontalStabilizerTrim.
Oneoftheimportantfeaturesrelatedtopitchandloadbalancingisthemovablehorizontalstabilizer trimcontrol(stabtrim).Acontroljackscrewmovestheleadingedgeofthehorizontalstabilizerasa triminordertoachievethisgoalandcanbeoperated: Manuallybytwotrimwheelswhichoperatethestabilizersgearboxandjackscrewthrough cablesandcabledrums. ElectricallyeitherthroughyoketrimswitchesorAutoPilotcommandtothestabilizer electricaltrimactuator. o ACpowerACTransferBus2 o DCcontrolDCBus2 ElectricalmovementofthetrimactuatorbyeithertheyokeswitchortheAutoPilotwillbackdrive thetrimwheelsonthecontrolstand.Whenthehandleonthewheelsareextendedduringelectrical operation,thiscaninjuretheoperatorsleg/knee. ExtremeUPoftheleadingedgeisrestrictedat4.2,andDOWNat12.9.IndicationinUnitsis mechanicallyprovidedonthecontrolstandthroughaflexiblecablethatisdrivenoffthetrimcontrol mechanismunderneaththeflightdeckfloor.Asreference,the0neutralpositionequals4unitson thetrimpositionscale. StabilizerTrimCutoutswitchesarelocatedonthecontrolstandinordertointerrupteithercontrol columnswitch,orAPelectricalpowertowardthetrimmotorwhenanuncommandedmovementor runawaytrimoccurs. AStabilizerTrimOverrideswitchislocatedontheaftelectronicpanelincaseacountermovementof thetrimisrequiredoppositeofthecontrolcolumnmovement.WhennotinOVERRIDE,amechanical controlcolumnactuatedstabilizertrimcutoutswitchwillinterruptelectricpowertothetrimmotor whenattemptingtotrimoppositeofcontrolcolumnorAPcommandedforce.(columnnoseDOWN vs.trimUPorvv) Theoverrideswitchcanalsobeusedtobypassthecontrolcolumnactuatedstabilizertrimcutout switchesintheeventboth(yokeswitchorAP)failintheopenposition,tobeabletooperatethe stabtrim. Electricalmovementbytheyokeswitchescanvarybetweenhighspeed(0.4unit/sec)whentheflaps areNOTUPandlowspeed(0.2unit/sec)whentheflapsarefullyUP.WhenthetrimisunderAP controlhighspeedis0.27unit/secwhilelowspeedwiththeflapsUPis0.09unit/sec.

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DisplayElectronicUnits.
TherearetwoDEUsintheCommonDisplaySystem(CDS)whicharelocatedintheE&Ebaythat receivedatafromtheB737saircraftsystemsandavionics.Thisdataisconvertedintoavideosignal thatissendtothesixDisplayUnits(DUs)ontheflightdeck.BothDEUsprovidedatatowardallsix DUsbutaredifferentlypowered.DEU1ispoweredthroughthe28VDCStandbyBusandDEU2 throughthe28VDCBus2.TheybothhaveaholduppowerfromtheHotBatteryBuswhichisused tosupplypowertotheDEUsduringpowersurgesofmaximum2secondsorelsetheDEUpowers down.BothDEUscrosstalktocomparecriticaldataandwhenthereisadifference,thiscould createanamberCDSFAULTindicationasdescribedbelow. ThesamesplitismadeforpoweringthecomponentsthatdistinguishDUoperationwhenpowering uptheaircraft.ImeanwhentheBatterySwitchisselectedON,DEU1ispoweredthroughtheDC StandbyBusbutalsobothCaptains,andUpperDUs,aswellastheCaptainsEFIScontrolpanel. Notethatittakes90secondstogetdisplaybecausetheDEUhastobecomeoperational.Whenthe DCBus2becomespoweredthesameappliesfortheFirstOfficersside. An(undispatchable)amberCDSFAULTdisplaysonbothPFDswhenthereisaDEUoperationalfailure onthegroundandoneengineoperating.Whenbothenginesareoperatingorwhenintheairthe CDSFAULTmessageisreplacedbyaDISPLAYSOURCEmessage.TheDISPLAYSOURCEalsoshows whenoneDEUisselected(ALLON1or2)toprovideallsixDUswithdata. Note:SwitchingtoofastbetweenSOURCEselectionscancreateapossibleincorrectdatadisplay,use a12secondintervalwhenswitchingbetweentheSOURCES. A(dispatchable)whiteCDSMAINTindicationtellsusthatthereisapartialdatainputmalfunctionon aDEUwhenonthegroundandoneenginesisnotoperating.

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ProximitySwitchElectronicUnit
ThePSEUislocatedontherightsideintheE&Ebayandreceivesinputfromthesixstrut compressionsensors(2oneachstrut).Theseground/airsignalsareusedbythePSEUforseveral aircraftsystemsand/orindicationssuchas: Landinggeartransfervalve Landinggearpositionindicatingandwarning Speedbrakedeployedindication Takeoffwarning Doorwarning Air/groundrelays Seeimage... ThePSEUalsoservesasaFAULTdetectionregardingseveralaircraftsystemswhenontheground andthethrustlevers<53,orafterlandingwhenonthegroundfor>30secondsandthethrustlevers <53. Generallyspeaking,thePSEUlightisinhibitedinflightbutitdoesmonitorsystemsandrecordsany FAULTtobeannunciated30secondsafterlanding. WhenasystemstatusFAULTisdetectedoranoverwingexitflightlockfailsbeforetakeoff,thePSEU lightilluminatestogetherwiththeOVERHEADannunciatorandaMASTERCAUTIONlight. AnundispatchableFAULTisevidentwhenthePSEUlightilluminatesafterlandingwhenonthe ground>30secondsandthethrustlevers<53,inthiscasethelightcanonlyberesetbyaBITEcheck ofthePSEUorwhentheFAULTiscorrectedbymaintenance. AdispatchableFAULTexistswhenthePSEUlightilluminatesafterlandingwhenonthegroundfor longerthan30secondsandthethrustlevers<53andthelightextinguisheswhentheparkingbrake issetortheenginesareshutdown.AdispatchfaultwillnotcausearecalloftheMasterCaution annunciatorlightbutjustilluminatesthePSEUindication. Adispatchable(simple)FAULToccursifthePSEUlightilluminateswhenpressingRECALLandresets bypressingMASTERCAUTION. TheSPSEUlightorSupplementalProximitySensorElectronicUnitisprovidedthatusestheLanding GearDOWNsignaltoextendthetwopositiontailskidand/ortodetermineafailureoftheflight locksontheadditional2midexits.(900s) Notethatsomeindicationsareonlyvalidforcertainmodels/serials.

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Nosewheelsteeringlockout
YesterdayIansweredaquestiontooneofourfollowersandwanttosharethis(obvious)info. Whentowingorpushingtheaircraftwithatugandtowbar,systemApressurehastoberemoved fromthenosewheelsteeringsystem.Itpreventsunwanteddangerousmovementsofthetowbar injuringpeopleordamagingthenosewheelsteeringsystem. ItisdoneeitherbyswitchingbothApumpstoOFForbyuseofthetowingleverandlockoutpinto depressurizethenosewheelsteeringsystem. Movingthelevertothetowing(fwd.)positionmovesthetowingshutoffvalvetosuchapositionthat itshutsoffAhydraulicpressuretothesteeringvalveandconnectsbothsidesofthesteeringvalveto eachother,andreturn.Thisallowsthenosegeartorotatefreelytoamaximumof78indicatedby redstripesonthelowersideofthefuselage.Movingthenosewheelbeyondthestripesrequires disconnectingthetorsionlinksoreventhetaxilightwiring. MostcompanieswantsyoutoalwaysswitchtheApumpsOFFevenifthelockoutpinisinstalledasa safetymeasure.Thisisdonetopreventmiscommunicationwiththemulticulturalgroundobservers relatedtopininstallation. Justthinkingaboutthesystemasanengineer.....remembertheNOSEWHEELSTEERINGswitch. WhenitisselectedinAlternateontheground,itmovestheLandingGearTransfervalvetoselectB systempressuretonosewheelsteering!!!

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Weatherradar
Theonboardweatherradarcanprovidethefollowinginformation: Weather Windshear Terrain TheWXRswitchoneitherEFISpanelactivatestheweatherradaranddisplaystheweatherradardata ontheNDintheMAP,MAPCTR,VOR&APPmodes.(notintheplanmode)Theradarcovers180in frontoftheaircraftbyreceivingtransmittedradiofrequencyechopulsesontheNDs.Whenselected ontheEFIScontrolpanelinacorrectdisplaymode,theDEUssendananalogdiscretetotheweather radarcontrolpanelwhichsendsittotheweatherradartransceiverandswitchesitON. Whentheaircraftisequippedwithapredictivewindshearsystem(PWS),itllbeavailablebelow 2300ft.TheweatherradardoesnotneedtobeswitchedONforthePWStowork,itswitchesON automaticallywhentakeoffthrust(PL>53)isset.PWSinformationisavailableaftertheWXR switchoneitherEFIScontrolpanelispushedanda12secwarmupperiod,whereafterAlerts becomeavailable. AlertactivationregionsforTAKEOFFare: WarningsandCautionsareenabledfrom0knotsuntiltheaircraftreaches80knots. From80knotsuntiltheaircraftpasses400feet,onlyWarningsareenabled. From400feetthrough1,200feet,WarningsandCautionsareenabled. Allalertsaredisabledfromthetimetheaircraftpasses100knotsuntilitreaches50feet. AlertactivationregionsforAPPROACHare: PWSswitchesautomaticallyONwhentheairplanedescendsbelow2300feetRA. PWSswitchesautomaticallyOFFwhenoneofthenextconditionsoccur: o Aircraftspeedislessthan60knots. o Aircraftclimbsabove2300feetRA. IfPWSisONandWXRisnotselectedontheEFISpanel,allantennasweepssearchforwindshear.If WXRisselected,theantennausesonesweeptosearchforwindshearandtheothersweeptosearch fornormalweatherreturns.PWSoperationdoesnotaffecttheWXRmodeorrangeselectedbythe flightcrew. AlertactivationregionsforLANDINGare: WarningsandCautionsareenabledfromthetimetheaircraftpasses1,200feetuntil400 feet. From400feetuntil50feet,onlyWarningsareenabled. From50feetuntiltouchdown(0feet),allalertsaredisabled. NodisplayWindshearalertsareactiveinthecockpitbelow1,200feetAGL.

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Theweatherradaractuallyentersthewindshearscanningmodeat2,300feetAGLtoprovidetime forthesystemtopowerup(ifnecessary)andupdatethedisplaysbeforetheaircraftreachesthe 1,200feetAGLlevel. TEST Duringthetest: TheR/TtransmitsafewpulsestolettheBITEmonitorforcorrectoperation TheR/TmakesatestpatternandsendsittotheDEUtoshowontheNDs TheR/Tsendstestmessages,mode,gainandtiltinformationtotheDEUstoshowonthe NDs WXRtestpatternshowsonNDs. ThetestpatternshowsuntilanothermodeontheWXRpanelorEFISpanelisselected.

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Dissolvedair
Afuelphenomenawithinhighaltitudeaviationiscalleddissolvedairoraeration. Itisaresultfromthehighlyaeratedconditionoffuelcausedbyrapidlydecreasingtankpressure duringclimb,allowingentrappedairinthefueltoexpand.Reducedairpressureabovethefuel surfacepromotesthereleaseofdissolvedairfromthefuel.Airreleasedfromthefuelcanhave degradingeffectsontheperformanceandsafeoperationofafuelsystem. 2MaintankfuelpumpLOWPRESSUREsduringrapidclimboutcancausethrustdeteriorationor evenanengineflameoutontheaffectedengineathigheraltitudes(>13,000feet). (QRH,FUELPUMPLOWPRESSURE) Thisaltitudevarieswiththeprevailingfueltemperatureinthetank(thehigherthefueltemperature, thelowerthealtitudeatwhichthegradualpowerlossoccurs). Oncepressurehasstabilizedandexcessairhasescapedfromthefuel,lossofbothfuelboostpumps hasnoeffectonengineoperationwithmaximumpowersettingsataltitudesuptoabove30,000 feet.Thetimerequiredtostabilizethefuelfromthishighlyaeratedconditioncannotbedetermined exactly,sinceitisafunctionofbothrateofclimbandfueltemperature. Solutiontotheproblemisleveloffandlettheenginesstabilizeataltitudeorpressurefeedthe enginesassuctionfeedincreasestheaerationeffectandadsinthepossibilitytoingestaeratedfuel intotheenginefeedline. Fuelstabilizationshouldoccurafterafewminutesofstabilizedcruisingoperationorbackon pressurefeed.

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Frangiblefittings
Frangiblefittingsaremountedintherimofthemainwheelwellstopreventarotatingblowntireto enterthewheelwell.Ifitshears,onlythatsidewillfreefallbackdownbyrelievingLandingGear Actuatoruppressureoverboard.(4greenandtworedindications) Notethatwedohaveretractbrakesthroughthealternatebrakesystem(hydraulicsystemA)but whenatireblowsthereisagoodchancethatthebrakelineswillbesubstantiallydamagedcausing theretractbrakesnottowork. Retractbrakes(andnosewheelsnubbers)aremountedtostopthewheelsfromrotating,hangingin theiruplocks.Ahighspeedrotatingwheelwouldcausetremendousprecessionforcestothe structureduringaturnthatswhytheyarestoppedafterretraction.

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Rudder(verticalstabilizer)loadreduction
Asonmostlargeaircrafttheverticalstabilizerisoneofthemostfragilestructuralparts.Itcannot withstandlargeloadscausedbyfullrudderdeflectionathigherspeedsandthereforeisprotected againstthosehighforces.The737ruddermainPCUreceivesinputfromthepedalsthroughinput leversandafeelandcenteringunitwhichmovestherudderpanelbyhydraulicsystemA&B pressure.Pressureswillbeatnormalvalues(3000PSI)whenflying<137Kts,above137Ktsaload limiterreducessystemApressureto1450PSIresultingina25%reductionofthetotalloadonthe rudder.Theresultofthisreductionprotectstheverticalstabilizeragainsthighforcesatahigher speed,leavingfullpressureanddeflectionavailablewhenneeded,attakeoffsandlandingsfor directionalcontrol. Anexampleoftheverticalstabilizerweakpointisanattemptin2001torecoveranA300after beingstruckbywaketurbulenceandaggressivemaximumrudderinputswhichshearedofthe verticalstabilizer.AlsonotethattheverticalstabilizerwastheonlyintactpartoftheAirFrance447 incidentovertheAtlantic. InthepastofmyfieldofexperienceIsawaverticalstabilizerofaP3Oriontotallybeingsheared offlikeitwasremovedwithachainsawwhenitstruckawashrackwhentheaircrafthasbeen swappedaroundbyatwisteratNASJacksonvilleandwhenaP3hitsapowercableatPagoPago Hawaii. Beawareofthestructuraldesignofyouraircraft!!

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