B737NG/36/301

Pneumatic System

Boeing 737-600/700/800/900

Pneumatic System
Training manual
For training purposes only
LEVEL 3 ATA 36 page 1
10 - 12 - 2013
rev : 4
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Training manual Pneumatic System

This publication was created by Sabena technics training department,

Brussels-Belgium, following ATA 104 specifications.

The information in this publication is furnished for informational and training

use only, and is subject to change without notice.

Sabena technics training assumes no responsibility for any errors or

inaccuracies that may appear in this publication.

No part of this publication may be reproduced, stored in a retrieval system,

or transmitted, in any form or by any means, electronic, mechanical,
photocopying, recording, or otherwise, without the prior written permission
of Sabena technics training.

Contact address for

course registrations
course schedule information

Sabena technics training

trainingservices@sabenatechnics.com

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Table of Contents

1. PNEUMATIC SYSTEM INTRODUCTION...................................................6 4. GROUND PNEUMATIC CONNECTOR CHECK VALVE.............................42

2. GENERAL..................................................................................................8 5. BLEED AIR ISOLATION VALVE...............................................................44

2.1. Component Locations...........................................................................10 5.1. Isolation Valve Control..........................................................................46
2.2. Controls and Indication.........................................................................12
6. APU BLEED SYSTEM..............................................................................48
3. ENGINE BLEED AIR. ..............................................................................14 6.1. APU Bleed Air Valve. ............................................................................50
3.1. Functional Description..........................................................................14 6.2. APU Pressure Relief Valve......................................................................52
3.2. Bleed Air Check Valve (5th Stage).........................................................16
3.3. High Stage Regulator/Valve...................................................................18 7. PNEUMATICS DUCTS.............................................................................54
3.4. BAR and PRSOV....................................................................................22 7.1. Duct Insulation.....................................................................................56
3.5. Thermostat 232C (450F)....................................................................24 8. INDICATING AND WARNING.................................................................58
3.6. Overtemperature Switch 254C (490F). ...........................................28 8.1. Pressure Indicating................................................................................58
3.7. Bleed Air Control Circuit.......................................................................30 8.2. Bleed Trip Off........................................................................................60
3.8. Bleed Air Precooler System....................................................................32 8.3. Dual Bleed Light...................................................................................62
3.9. Precooler...............................................................................................34
3.10. Precooler Control Valve.......................................................................36
3.11. Precooler Control Valve Sensor 199C (390F). . .................................36
3.12. WTAI Solenoid Valve...........................................................................38
3.13. Precooler System Functional Description..............................................40

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List of Illustrations Abbreviations and Acronyms

232C (450F) THERMOSTAT.................................................................................................. 25 ACAU Air Conditioning Accessory Unit

254C (490F) OVERTEMPERATURE SWITCH . ....................................................................... 29 APU Auxiliary Power Unit
APU BLEED AIR VALVE............................................................................................................ 51
APU BLEED SYSTEM................................................................................................................ 49 BAR Bleed Air Regulator
APU PRESSURE RELIEF VALVE.................................................................................................. 53 BAV Bleed Air Valve
BAR, 232C THERMOSTAT & PRSOV - SCHEMATIC................................................................. 27 C Degrees Centigrade
BAR AND PRSOV.................................................................................................................... 23 F Degrees Farenheit
BLEED AIR CHECK VALVE (5th stage)................................................................................... 17
BLEED AIR CONTROL CIRCUIT................................................................................................. 31 PCCV Precooler Control Valve
BLEED AIR ISOLATION VALVE.................................................................................................. 45 PRSOV Pressure Regulator and Shutoff Valve
BLEED AIR ISOLATION VALVE CONTROL.................................................................................. 47 WTAI solen. vlv. Wing Terminal Anti-Ice Solenoid Valve
BLEED AIR PRECOOLER SYSTEM.............................................................................................. 33
BLEED TRIP OFF SCHEMATIC................................................................................................... 61
COMPONENT LOCATIONS...................................................................................................... 11
CONTROLS AND INDICATION.................................................................................................. 13
DUAL BLEED SCHEMATIC....................................................................................................... 63
DUCT INSULATION.................................................................................................................. 57
ENGINE BLEED AIR ( L ENG SHOWN)....................................................................................... 65
ENGINE BLEED AIR - GENERAL................................................................................................ 15
functional SCHEMATIC...................................................................................................... 21
GROUND PNEUMATIC CONNECTOR CHECK VALVE................................................................ 43
HIGH STAGE REGULATOR/VALVE............................................................................................. 19
high stage regulator/valve ........................................................................................... 21
PNEUMATIC DUCTS................................................................................................................ 55
PNEUMATIC PRESSURE INDICATION........................................................................................ 59
PNEUMATIC SYSTEM ............................................................................................................... 7
PNEUMATIC SYSTEM - BLOCK DIAGRAM................................................................................. 9
PRECOOLER............................................................................................................................ 35
PRECOOLER CONTROL VALVE................................................................................................. 37
PRECOOLER SYSTEM FUNCTIONAL SCHEMATIC..................................................................... 41
SOURCES AND USERS............................................................................................................... 7
WTAI SOLENOID VALVE........................................................................................................... 39

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1. PNEUMATIC SYSTEM INTRODUCTION.

The purpose of the pneumatic system is to supply compressed air for a

controlled temperature and pressure environment during all phases of flight
and ground operation.
Air is obtained from engine bleeds, auxiliary power unit or ground sources and
distributed through a system of ducts to the using systems.

System description.
The pneumatic system controls engine bleed air source, temperature,
and pressure.

The pneumatic system provides high temperature, high pressure air for :

- Air conditioning pressurization,

- Wing and cowl thermal anti-icing,
- Potable water system,
- Hydraulic system and
- Engine starters.

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FLOW & TEMPERATURE

ELECTRICAL CONTROLLED AIR USED BY :
115V AC
28V DC, 28V AC

AIR CONDITIONING
& PRESSURIZATION
ENGINE

WING & COWL

PNEUMATIC THERMAL A/ICE
A.P.U.
SYSTEM

ENGINE STARTING

GROUND CART

WATER PRESSURIZATION
HYDRAULIC SYSTEM

PNEUMATIC SYSTEM ELECTRICAL

CONTROL
SOURCES AND USERS SIGNALS

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2. GENERAL.
The pneumatic system supplies hot high pressure air to the systems on the
airplane that use air.
These use the sources of pneumatic power :
- Engine bleed air,
- APU
- Ground source.
Engine Bleed Air.
There is one bleed air system for each engine. The engine bleed system
controls bleed air temperature end pressure.
Engine bleed air comes from the 5th and 9th stages of the high pressure
compressor. A high stage regulator and high stage valve control the flow of
9th stage bleed air. The 5th stage check valve prevents reverse flow into the
9th stage.
At low engine speeds, bleed air comes from the 9th stage.
At high engine speeds, bleed air comes from the 5th stage.
A bleed air regulator and the pressure regulator and shutoff valve (PRSOV)
control the flow at bleed air to the pneumatic manifold.
ACAU.
The air conditioning accessory unit (ACAU) contains relays, and is an interface
between the air conditioning/bleed air controls panel switches and lights.
Engine Bleed Air Precooler System.
The precooler system controls the engine bleed air temperature.
The precooler control valve, precooler control valve sensor, and WTAI solenoid
valve control the flow at fan air to the precooler.
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Pneumatic System
APU Bleed Air System.
The APU load compressor supplies bleed air on the ground and in the air.
Pneumatic Ground Air Connection.
The pneumatic ground air connection provides for the connection at a ground
pneumatic cart. The pneumatic cart car supply bleed air for engine start and
ground use at the air conditioning system.
Pneumatic Manifold System.
The pneumatic manifold system gets bleed air from the engines, APU, or
pneumatic ground cart.
A bleed air isolation valve divides the pneumatic manifold into leg and right
sides. The normal position at this valve is closed. Because at this, a single duct
failure cannot cause a loss at pressure to the whole pneumatic manifold.
The pneumatic manifold has two pressure transmitters. One transmitter is on
the right side of the manifold and the other is on the left side. They measure
the manifold pressures. Pressure indication is so the air conditioning panel.
The right side at the manifold has a pneumatic ground air connector.
Controls and Indications.
The air conditioning/bleed air controls panel has control switches and lights to
control and monitor the pneumatic system.
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ON -800 ONLY

HYD
PRESS RSVR
XMTR ISO
WING WING
A/I VALVE A/I

ENG HYD RSVR

START
ENG
THERMOSTAT 232C WATER TANK START

PRECOOLER
CTL. VLV. SENS.
199C/227C GND
OVHT SW. CONNECTOR
254C PACK 1 PACK 2
200C 200C

PRECOOLER PRECOOLER
2 2
RELIEF
VALVE

45 psi 45 psi
PRECOOLER APU PRECOOLER
CTL VALVE PRSOV BLEED CTL VALVE PRSOV
VALVE

34 psi
34 psi
TO A.P.U. TO
NOSE NOSE CONTROL PANEL P5
COWL COWL
A/ICE HSV A/ICE HSV
APU
ECU 1 ON -800 ONLY
E6
2 PACK TRIP OFF LIGHT ON -6 & 700

FAN FAN
HP HP
IP 9th IP 9th
5th ST ST 5th ST ST
ACAU : AIRCO ACCESS UNIT
ECU : ELECTRONIC CTL UNIT
ENGINE 1 HSV : HIGH STAGE VALVE ENGINE 2 232C = 450F
PRSOV : PRESS REG. SHUT OFF VALVE 199C/227C = 390F/440F
254C = 490F
ACAU ACAU
E4-1 E4-1
PNEUMATIC SYSTEM - BLOCK DIAGRAM
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2.1. Component Locations. Controls and lndication.

The pneumatic system controls and indications are on the P5-10 air conditio-
Engine Bleed air. ning panel in the flight compartment.
The engine bleed system components are on the engine compressor cases and
in the engine struts. The air conditioning accessory units (ACAUs) are the interface between
airplane logic and the pneumatic system. The ACAUs are in the EE
Pneumatic Manifold. compartment.
The pneumatic manifold (crossover duct) is in these areas :

- The leading edges of the wing inboard of the Engine struts,

- The crossover duct is in the forward areas of the Air conditioning pack
bays,
- The keel beam.

APU Bleed Air.

The APU and the APU bleed system components are in a torque box in the 48
section.

The APU bleed air duct is in these areas :

- Along the right side of the APU torque box,

- Through section 48 and the aft pressure bulkhead,
- Along the left side and forward bulkhead of the Aft cargo compart-
ment,
- In the keel beam.

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COMPONENT LOCATIONS

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2.2. Controls and Indication. Engine BLEED Air Switches.

OFF : closes engine bleed air valve.
DUAL BLEED Light. ON : opens engine bleed air valve when engines are operating.
Illuminated (amber) : APU bleed air valve open and engine N 1 BLEED air
switch ON, or engine N 2 BLEED air switch ON, APU bleed air valve and APU BLEED Air Switch.
isolation valve open. OFF : closes APU bleed air valve.
ON : opens APU bleed air valve when APU is operating.
Bleed Air DUCT PRESSURE Indicator.
Indicates pressure in L and R (left and right) bleed air ducts. PACK TRIP OFF Light.
Illuminated (amber) :
Air Conditioning PACK Switch. - indicates pack temperature has exceeded limits,
OFF : pack signalled OFF. - related pack valve automatically closes and mix valves drive full Cold,
- requires reset.
AUTO :
- with both packs operating. each pack regulates to low flow, WING-BODY OVERHEAT Light.
- with one pack operating, operating pack regulates to high flow in flight Illuminated (amber) :
with flaps up, - left light indicates overheat from bleed air duct leak in left engine strut,
- when operating one pack from APU (both engine BLEED air switches left inboard wing leading edge, left air conditioning bay, keel beam or
OFF), reaulates to high flow. APU bleed air duct
- right light indicates overheat from bleed air duct leak in right engine
HIGH : strut, right inboard wing leading edge or right air conditioning bay.
- pack regulates to high flow,
- provides maximum flow rate on ground with APU BLEED air switch ON.
BLEED TRIP OFF Light.
Illuminated (amber) : excessive engine bleed air temperature or pressure,
ISOLATION VALVE Switch. - related engine bleed air valve closes automatically,
CLOSE : closes isolation valve. - requires reset.
AUTO :
- closes isolation valve if all engine BLEED air and air conditioning PACK Wing-Body Overheat (OVHT) TEST Switch.
switches ON, Push :
- opens isolation valve automatically if either engine BLEED air or air - tests wing-body overheat detector circuits
conditioning PACK switch positioned OFF. - illuminates both WING-BODY OVERHEAT lights.
TRIP RESET Switch
OPEN : opens isolation valve. Push (if fault condition is corrected) :
- resets BLEFD TRIP OFF, PACK TRIP OFF and DUCT OVERHEAT lights
- lights remain illuminated until reset.

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CONTROLS AND INDICATION

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3. ENGINE BLEED AIR.
The engine bleed air distribution system supplies temperature and pressure
regulated air to the bleed air manifold.
3.1. Functional Description.
The pressure regulator and shutoff valve (PRSOV) controls the flow of engine
bleed air to the pneumatic manifold.
The bleed air regulator (BAR) operates the PRSOV with control pressure.
The source of pressure for the bar is the engine bleed interstage duct.
The BAR gets electrical control from a 28V DC signal. This signal comes from
the air conditioning accessory unit (ACAU). When the BAR solenoid valve
opens electrically, it supplies control pressure to open the PRSOV against
spring force. When the BAR closes electrically, it bleeds the control pressure
from the PRSOV. Spring force closes the PRSOV.
Usually, the engine bleed switch controls the BAR. In the ON position, the
switch supplies a signal through the ACAU to open the solenoid valve in the
BAR. In the OFF position, the switch supplies a signal to close the solenoid
valve in the BAR.
When the engine fire switch is in the normal (down) position, it arms the
engine bleed switch. When the engine fire switch is in the FIRE (up) position,
it sends a signal to close the BAR solenoid valve. This causes the PRSOV to
close. This happens regardless of the bleed switch position.
There is protection so that the engine bleed air manifold will not have reverse
flow during engine starts. The engine start valve sends a signal to the ACAU
during engine start. This causes the ACAU to send a close signal to the BAR
solenoid valve, regardless of the bleed switch position.
B737NG/36/301
Pneumatic System
There is protection for the pneumatic manifold from overpressure or
overtemperature conditions. Operation of either the 180/220 psi overpressure
switch or the 254C (490F ) overheat switch will cause a bleed trip off
condition. A bleed trip off condition sends a signal from the ACAU to close
the bar sole- noid valve regardless of bleed switch position.
5th and 9th Stage Engine Bleeds.
Bleed air comes from the 5th and 9th stages of the engine high stage
compressor. At low engine speed, 5th stage air is not sufficient for the
pneumatic system demands and the 9th stage supplies bleed air. At high
engine speed the high stage valve closes, and the 5th stage supplies bleed
air. The high stage regulator controls the high stage valve. High stage valve
operation is automatic.
Engine Bleed Air Cooling Functional Description.
A precooler system cools engine bleed air. The precooler system is automatic.
The precooler system keeps engine bleed air temperatures between 199C
(390F) and 229C (440F). The precooler is a cross flow heat exchanger.
It uses engine fan air to cool the engine bleed air.
The precooler control valve controls fan air flow to the precooler.
The pre- cooler control valve modulates in response to these components :
- The precooler control valve sensor,
- The wing thermal anti-ice (WTAI) solenoid valve.
The 232C (450F) thermostat bleeds control pressure from the PRSOV if
engine bleed air downstream of the precooler is 232C (450F) or higher.
This causes the PRSOV to modulate toward closed.
The reduced airflow through the PRSOV has these effects :
- Prevents bleed trip off conditions,
- A drop in pneumatic manifold pressure.
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ENGINE BLEED AIR - GENERAL

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3.2. Bleed Air Check Valve (5th Stage).

The 5th stage bleed air check valve prevents 9th stage bleed air flow into the
5th stage bleed port.

Physical Description.
The bleed air check valve is a split-flapper check valve.

Location.
The bleed air check valve is part of the engine bleed air manifold. It is on the
left side of the engine high pressure compressor case.

Functional Description.
The valve lets air flow go in the direction of the arrow. It stops air flow in the
opposite direction.

Two semicircular flappers control air flow. Normal airflow opens the flappers.
Reverse airflow closes the flappers.

Training Information Point

Install the bleed air check valve so that the flow arrow points away from the
5th stage bleed port.

Align the flange clamps correctly and torque to specifications. Improperly

aligned or loose clamps may interfere with engine components or the inner
thrust reverser cowls.

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ENGINE LEFT SIDE

BLEED AIR CHECK VALVE (5th STAGE)

BLEED AIR CHECK VALVE (5th stage)

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3.3. High Stage Regulator/Valve.
The high stage regulator controls the high stage valve.
The high stage valve controls the flow of bleed air from the 9th stage engine
bleed air manifold.
Valve.
The operation of the high stage valve is automatic. The stage regulator con-
trols the valve. There are no operational controls.
The high stage valve is a butterfly type that spring loads to the close position.
The valve opens pneumatically.
A relief valve on the high stage valve bleeds off any high pressures (160 psi
nominal) in the engine bleed air manifold. Air leakage around the seals of a
closed high stage valve increases this pressure when there is no downstream
use of bleed air.
The high stage valve has a visual position indicator.
Training Information Point.
Remove the relief valve to get access to a test port.
The high stage valve has a manual lockout. The lockout is a sliding collar on
the butterfly plate shaft. A lock screw on the collar holds the collar in the
locked or unlocked position. The valve can only be locked out in the closed
position. Only air from the 5th stage compressor bleed port is available with
the high stage valve in this position.
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Pneumatic System
Regulator.
The high stage regulator controls the pressure of an unregulated air source.
The unregulated air source is a tap from the 9th stage engine bleed air mani-
fold. It supplies regulated air to the actuator of the high stage valve.
The high stage regulator has a pressure relief valve as a fail-safe device. If
the regulator mechanism fails, the pressure relief valve will act as a bleed-off
pressure regulator.
The high stage regulator keeps the high stage valve closed during engine
starts. A sense line to the engine starter duct supplies pressure to the regu-
lator. When pressure in the starter duct is more than pressure from the 9th
stage tap, a reverse flow shutoff operates. This bleeds air from the actuator
line. The high stage valve will then close because of spring force.
A pneumatic shutoff mechanism increases the life of the bleed air regulator.
This shutoff operates after the shift to 5th stage engine bleed air occurs. High
pressure (110 psi nominal) in the supply port operate a pneumatic shutoff
mechanism. The shutoff mechanism closes the regulator inlet, and releases air
from the regulator. This reduces the duty cycle of the regulator, and sup- plies
protection when pressures and temperatures are not correct.
Training Information Point.
The high stage regulator has test ports. The ports let you use test equipment
without removal of the sense lines.
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HIGH STAGE REGULATOR

ENGINE LEFT SIDE

HIGH STAGE VALVE

HIGH STAGE REGULATOR/VALVE

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Functional Description. When 9th stage pressure is more than 110 psi, the pneumatic shutoff
The high stage regulator and valve control the supply of high stage engine mechanism in the high stage regulator operates. When the pneumatic shutoff
bleed air. mechanism operates, this occurs:

The high stage regulator operates the high stage valve.
The high stage valve controls the flow of bleed air from the 9th stage bleed air
manifold.
The high stage regulator gets unregulated air from a tap on the 9th stage
bleed air manifold. The unregulated air goes through the pneumatic shutoff
mechanism to the reference pressure regulator.
The reference pressure regulator decreases the pressure to a constant control
pressure. A relief valve prevents damage to the high stage valve if the
reference pressure regulator fails.
- 9th stage pressure to the reference pressure regulator is shut off
- Control pressure to the high stage valve bleeds off
- High stage valve closes.
A relief valve in the high stage valve decreases downstream pressure in the
interstage duct when the pressure regulator and shutoff valve (PRSOV) is
closed.
Operational Controls.
The operation of the high stage bleed system is automatic and self-regulating.
There are no external controls.

The control pressure from the high stage regulator goes to chamber A of
the high stage valve. The actuator opens the valve against spring force and
pressure in chamber B. The combination of forces that operate on the actuator
cause the valve to regulate the downstream pressure to 32 psi (nominal).

During normal operation, the high stage valve closes for these reasons:

- Downstream pressure is more than 9th stage pressure

- 9th stage pressure is more than 110 psi.

When downstream pressure is more than 9th stage pressure, the reverse
flow mechanism in the high stage regulator opens and bleeds off the control
pressure to the high stage valve. The high stage valve then closes.

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high stage regulator/valve

functional SCHEMATIC

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3.4. BAR and PRSOV. Operation.

The BAR has electrical control by signals from these devices :
The BAR (Bleed Air Regulator) operates the PRSOV (Pressure Regulator and
Shutoff Valve). - The P5 panel engine BLEED switch,
- The P8 panel engine fire switch,
The PRSOV controls the flow of bleed air from the engine. These are the - ACAU (M324).
PRSOV control functions :
During normal operations, the engine BLEED switch ON tells the BAR solenoid
- Shutoff of engine bleed air, valve to open. The engine BLEED switch OFF tells the BAR solenoid valve to
- Pressure regulation of engine bleed air (45 psi max), close.
- Temperature limitation of engine bleed air (232C/450F).
When the fire switch is up, it signals the BAR solenoid valve to close.
Physical Description.
The BAR has these parts : Relays in the ACAU control the BAR solenoid valve to close for these
conditions :
- Mechanical latching solenoid valve,
- Pressure relief valve, - Engine start valve open (reverse flow protection),
- 180/220 psi overpressure switch, - Engine bleed trip off conditions (254C/490F overheat or 180/220 psi
- Ports for supply and control air lines. overpressure protection).

The PRSOV has these parts : The PRSOV is pneumatically controlled by the BAR.

- Pneumatic actuator, Training Information Point.

- Manual override and position indicator, The PRSOV has a manual override and position indicator. You can manually
- Control air port, lock the valve in the closed position only.
- Downstream sense port.

Location.
The BAR is at the 11:00 position on the engine core area and immediately aft
of the fan frame.

The PRSOV is at the 10:00 position on the engine core area and below the
oilcooler.

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ENGINE LEFT SIDE

BLEED AIR REGULATOR

PRESSURE REGULATOR
AND SHUTOFF VALVE

BAR AND PRSOV

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3.5. Thermostat 232C (450F). The open valve bleeds operating pressure from the prsov. This causes the prsov
to move toward closed by spring force. The not fully open prsov reduces the
The 232C (450F) thermostat bleeds off the pressure that operates the mass flow of bleed air. The lower mass flow of bleed air has these effects :
pressure regulator and shutoff valve (PRSOV). This occurs when engine bleed
air temperature goes above 232C (450F). - Reduces the load on the precooler,
- Delays a 254C(490F) overtemperature bleed trip off condition,
The 232C (450F) thermostat supplies the PRSOV a temperature control - Causes duct pressure to decrease.
function.
The precooler system normally controls engine bleed air temperature to 199-
Physical Description. 227C (390-440F). The 232C (450F) thermostat supplies a temperature limit
The 232C (450F) thermostat has these parts : function to the PRSOV. Temperature limit is for these conditions :

- Ball valve assembly with a sense line connection, - Use of the wing thermal anti-ice system under high ambient,
- Mounting flange with index pin, temperatures or high altitudes,
- Shielded sensor section. - Single component failures in the bleed system,
- Transient conditions.
Location
The 232C (450F) thermostat is in the engine bleed air strut duct. Access is Training Information Point.
through a strut access panel. Nonstop operation of the 232C (450F) thermostat, (and the resultant low
duct pressures), may result from a dirty or clogged precooler. It can also be a
Functional Description. defective precooler control system.
The 232C (450F) thermostat operates by thermal expansion.
The thermostat sensor is in the bleed air duct downstream of the precooler.
This portion of the thermostat has oil filled coils. As the oil expands, it pushes
a ball valve, in the upper part of the thermostat, open. The higher the duct
temperature, the greater the oil expansion, and the more the ball valve opens.
The 232C (450F) thermostat starts to open at 232C (450F) and is full open
by 254C (490F).

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232C (450F) THERMOSTAT

ENGINE STRUT ACCESS

(ACCESS PANEL REMOVED)

232C (450F) THERMOSTAT

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Functional Description.
The BAR, PRSOV, and 232C (450F) thermostat regulate bleed air pressure
and temperature.

The BAR gets unregulated air from the interstage manifold. The unregulated
air goes to the overpressure switch and to the reference pressure regulator.

The reference pressure regulator reduces the pressure to a constant control

pressure. Control pressure then goes to a relief valve and a latching solenoid.
The relief valve opens to bleed off excess pressure from the reference pressure
regulator. The latching solenoid controls the flow of control air to chamber A
of the PRSOV actuator and the 232C (450F) thermostat bellows assembly.
Control air to chamber A opens the PRSOV. Opening the PRSOV provides
bleed air to the downstream sensing line and 232C (450F) thermostat
sensing element. The downstream sensing line supplies bleed air to chamber
B that also has a spring. The 232C (450F) thermostat bleeds off control
air to chamber A of the PRSOV if bleed air temperature reaches 450F. The
combination of forces acting on the actuator cause these responses from the
valve :

- When pressure downstream of the valve is less than 45 psig the valve is
open
- When pressure downstream of the valve increases, the valve modulates
to limit downstream pressure to a maximum of 45 psig (nominal)
- When the latching solenoid in the BAR is energized closed the PRSOV
closes
- When downstream temperature gets to 232C (450F), the PRSOV
reduces the amount of bleed air to the precooler.

The overpressure switch functions as a safety device. If supplly air to the BAR
gets to 180/220 psi, the switch closes and causes a bleed trip off condition.

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BAR, 232C THERMOSTAT & PRSOV - SCHEMATIC

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3.6. Overtemperature Switch 254C (490F). Functional Descriotion.

The 254C (490F) overtemperature switch operates by thermal expansion.
The 254C (490F) overtemperature switch protects the pneumatic manifold As the temperature of the sensor increases, internal parts expand. If the
from overheat conditions. temperature is more than 254C (490F) (nominal), the expansion of the
internal parts closes switch contacts. When the switch cools, the contacts
Physical Description. open.
The 254C (490F) overtemperature switch has these parts :
The 254C (490F) overtemperature switch monitors the temperature of
- Wrenching flats, engine bleed air downstream of the precooler. Normally the precooler system
- Mounting threads, cools engine bleed air to199-227C (390-440F). At 232C (450F), the 232C
- Sensor, (450F) thermostat reduces engine bleed air flow to reduce the precooler load.
- Electric connector. If the temperature downstream of the precooler is more than 254C (490F),
the 254C (490F) overtemperature switch operates. The switch supplies a
Location ground to an overheat relay in the air conditioning accessory unit (ACAU).
The 254C (490F) overtemperature switch is on the engine bleed air strut The energized relay shuts down the engine bleed air system in these ways :
duct, downstream of the precooler. To get access to the switch, remove the
left strut access panel. - The solenoid valve on the bleed air regulator (BAR) closes,
- The P5-10 panel BLEED TRIP OFF light comes on,
- The ACAU overheat relay makes a latch circuit through the P5-10 panel
TRIP/RESET switch.

Training Information Point

Replace the old switch packing ring with a new ring when you repLace the
switch.

Apply a thin layer of antiseize compound to the mounting threads of the

switch before you install it. The combination of mounting thread forces and
high duct temperatures can cause uncoated valve mounting threads to seize in
their mounting boss.

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254C (490F) OVERTEMPERATURE SWITCH

ENGINE STRUT ACCESS

(ACCESS PANEL REMOVED)

254C (490F) OVERTEMPERATURE SWITCH

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Training manual
3.7. Bleed Air Control Circuit.
The engine bleed air control and indication circuits use 28V DC.
The engine fire switch has the override authority in the control circuit. If the
handle is up (fire condition), the bleed air control signal closes the bleed air
regulator solenoid valve. If the engine fire switch is down (normal condition), it
arms the engine BLEED switch on the air conclitioning/bleed air controls panel.
When the engine BLEED switch is OFF, the control signal closes the bleed air
regulator solenoid valve. When the engine BLEED switch is ON, the control
signal goes through relaxed relays (normal conditions) in the air conditioning
accessory unit (ACAU). This opens the bleed air regulator solenoid valve.
The relays in the ACAU protect the bleed air system during these conditions :
- Engine start operations,
- Engine bleed air interstage duct overpressure,
- Engine bleed air overtemperature.
The start relay energizes when the engine start valve opens. The energized
relay contacts send a signal to close the bleed air regulator solenoid valve.
The overheat relay energizes when a bleed trip off condition exists. These
conditions cause a bleed trip off :
- 180/220 psi overpressure switch operation,
- 254C (490F) overtemperature switch operation.
B737NG/36/301
Pneumatic System
The contacts of an energized ACAU overheat relay cause these operations :
- The bleed air control signal closes the bleed air regulator solenoid valve,
- The air conditioning/bleed air controls panel BLEED TRIP OFF light comes
on,
- The P7 MASTER CAUTION and AIR COND annunciator lights come on,
- A holding circuit connects through the air conditioning panel TRIP
RESET push-button switch.
To get control of the engine bleed system after a bleed trip off, these
conditions must occur :
- The overpressure or overtemperature switch must return to its normal
(open) condition,
- You must push the air conditioning panel TRIP RESET push-button
switch (to break the holding circuit).
The air conditioning panel engine BLEED switch has multiple poles. One set of
poles controls the solenoid valve circuit. Another set of poles supplies discrete
signals to the flight management computer.
The open and close coils on the bleed air regulator solenoid valve are constant
duty coils. The solenoid valve also has a mechanical latch. When there is
a loss of electric power, the solenoid valve will stay in the last electrically
commanded position.
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BLEED AIR CONTROL CIRCUIT

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3.8. Bleed Air Precooler System.
The bleed air precooler system controls the temperature of the engine bleed
air before it goes into the pneumatic manifold.
General.
The precooler control valve spring loads to the full open position.
When you operate the WTAI system on the ground, the WTAI solenoid valve
energizes. Under these conditions, the WTAI solenoid valve controls the pre-
cooler control valve movement. This opens the WTAI solenoid valve and bleeds
off the pressure that goes to the precooler control valve. This causes the valve
to go full open. The full open precooler control valve supplies maxi- mum fan
airflow to the precooler. This protects the slats from possible damage by the
hot bleed air.

With the engine in operation, pressure from the interstage bleed duct is avai- See the ice and rain chapter for more information on the WTAI solenoid valve
lable to the precooler control valve. The valve regulator reduces the pressure to (ATA 30).
a control pressure and the actuator moves the precooler control valve closed.
Operation.
The precooler control valve sensor 199C (390F), in the engine strut duct, Operation of the precooler system is automatic and requires no crew action.
senses bleed air temperature downstream of the precooler. When the duct
temperature reaches 199C (390F) the sensor starts to bleed air pressure from A position indicator on the precooler control valve shows valve position.
the precooler control valve. This causes the control valve to move toward open
by spring force. This supplies cooling air to the precooler.

The higher the temperature at the precooler control valve sensor, the more
control air it bleeds from the precooler control valve actuator. This causes
the precooler control valve to open further, and more cooling fan air reaches
the precooler. The engine fan airflow to the precooler keeps engine bleed air
temperature in limits.

The precooler system keeps the temperature of engine bleed air to

199-227C (390-440F) as it goes into the pneumatic manifold.

The WTAI solenoid valve also controls the pressure in the precooler control
valve actuator. The WTAI solenoid operates a ball valve. It spring loads closed
and opens when energized.

With the solenoid deenergized, the WTAI solenoid valve stays closed. Under
these conditions the precooler control valve sensor controls the precooler
control valve movement.

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WTAI OPEN A/C ON GROUND

SOLENOID VALVE WTAI SELECTED ON (TEST)
PRECOOLER
CONTROL VALVE

FAN AIR

5th STAGE
ENGINE 1 PRECOOLER CONTROL
9th STAGE
VALVE SENSOR
199C - 227C
(390F- 440F)

PRECOOLER
ENGINE BLEED
AIR MANIFOLD
INTERSTAGE DUCT

NOTE : LEFT SYSTEM SHOWN, TO PNEUMATIC

RIGHT SYSTEM EQUIVALENT MANIFOLD

BLEED AIR PRECOOLER SYSTEM

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3.9. Precooler.
The precooler cools engine bleed air before it goes to the pneumatic manifold.

Physical Description.
The precooler is an air to air heat exchanger.

Location
The precooler is on the top of the engine high pressure compressor case.

Functional Description.
The precooler supplies a large surface area for efficient heat transfer from the
bleed air to the fan air (heat sink).

As the engine bleed air moves through the precooler, the bleed air gives up
heat to the walls of the precooler. The walls are made of plates and fins.
Engine fan air that goes through the precooler on the other side of the walls,
removes the heat and carries it away. Heat transfer goes from the bleed air,
to the precooler walls, to the fan air. The fan air then flows over the engine
case and overboard through the case vents.

A sense line connection connects to the pressure regulating and shutoff valve
and the high stage regulator. See the engine bleed air section for more infor-
mation on the pressure regulating and shutoff valve and high stage regulator.

Training Information Point.

The precooler uses narrow passages with thin walls and cooling fins for
efficient heat exchange. Contamination or obstruction of the precooler
passages decreases or prevents airflow and heat transfer. Keep the precooler
clean for maximum performance.

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ENGINE LEFT SIDE

PRECOOLER

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3.10. Precooler Control Valve. Location

The precooler control valve sensor is in the engine bleed air strut duct.
The precooler control valve controls the flow of fan air to the precooler. Access is through a strut access panel.

Physical Description. Functional Descriotion.

The precooler control valve is a spring-loaded open butterfly valve.
It is a pneumatically controlled and actuated valve. These are the parts of the
precooler control valve :
- Manual override and position indicator,
- Sense line to precooler control valve sensor,
- Sense line to wing thermal anti-ice solenoid valve,
- Supply pressure line (from interstage manifold),
- Actuator.
Location.
The precooler control valve is on top of the engine forward of the precooler.
Training Information Point.
The precooler control valve has a manual override and position indicator.
The override is used to verify the valve is spring loaded open.
3.11. Precooler Control Valve Sensor 199C (390F).
The precooler control valve sensor 199C (390F) controls the movement of
the precooler control valve.
Physical Description.
The precooler control valve sensor 199C (390F) has these parts :
- Ball valve assembly,
- Sense line connection,
- Mounting flange with indexing pin,
- Shielded sensor section.
The precooler control valve sensor is a bleed-off thermostat. It operates by
thermal expansion.
The operation of the precooler control valve sensor is automatic. Crew action
is not necessary.
The lower part of the sensor is in the bleed air duct downstream of the pre-
cooler. This portion of the sensor has oil-filled sense coils. As heat causes the
oil to expand, it pushes a ball valve in the upper part of the sensor to open.
The higher the duct temperature, the greater the oil expansion, and the more
the ball valve opens.
The sensor ball valve starts to open at 199C (390F) and is full open at 227C
(440F) (nominal values).
The open sensor ball valve bleeds off pressure to operate the precooler control
valve actuator. This causes the precooler control valve to move toward open by
spring force. The precooler control valve sensor can control the movement of
the precooler control valve.
The precooler control valve sensor operates in parallel with the wtai solenoid
valve to control the precooler control valve. The energized WTAI solenoid valve
bleeds off all of the pressure that operates the precooler control valve.
The precooler control valve temperature sensor does not have any effect for
this operation. The WTAI makes sure that bleed air will receive maximum
cooling for ground operations of the WTAI system.
See the ice and rain chapter for more information on the WTAI solenoid valve
(ATA 30)

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PRECOOLER CONTROL
PRECOOLER CONTROL VALVE VALVE SENSOR 199C (390F)

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3.12. WTAI Solenoid Valve.
The wing thermal anti-ice (WTAI) solenoid valve bleeds actuator pressure from
the precooler control valve. The WTAI solenoid valve operates when you use
the wing thermal anti-icing system on the ground.
During ground operations of the wing thermal anti-icing system, the wing
anti-ice control module (P5-11) energizes the WTAI solenoid valves. This opens
the solenoid valves. The solenoid valves bleed actuating pressure from the
precooler control valve. This causes the precooler control valves to go wide
open.

Location.
There are two WTAI solenoid valves, one for each bleed air precooler system.
The valves are on top of the compressor section of each engine.
General.
The wing thermal anti-icing system prevents ice formation on the wing leading
edge during ground operations and in flight. During flight there is a large
airflow over the wing. This airflow has a great cooling effect on the leading
edges. The wing thermal anti-icing system heat output is great enough to
overcome this cooling effect.
The wide open precooler control valve gives maximum cooling to the engine
bleed air. This protects the wing leading edges from overheat damage.
The WTAI solenoid valves cause the precooler control valves to go wide open,
regardless of the precooler control valve sensor conditions.
For more information about the WTAI solenoid valve, see ice and rain
protection (chapter 30).

When the wing thermal anti-icing system is used on the ground, there is very
little cooling airflow over the wing. In these conditions, the wing thermal anti-
icing system heat output can overheat the wing leading edges. This can ruin
the temper of the leading edges devices. The precooler system gives maximum
cooling to the engine bleed air during ground operations to prevent overheat
damage to the slat temper.

Functional Description.

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WTAI SOLENOID VALVE

ENGINE LEFT SIDE

WTAI SOLENOID VALVE

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3.13. Precooler System Functional Description.
The precooler system controls the temperature of the bleed air to the
pneumatic manifold.
The precooler control valve gets unregulated air pressure from the interstage
manifold. The unregulated air pressure goes to the actuator reference pressure
regulator and the servo reference pressure regulator.
The actuator reference pressure regulator reduces the pressure to a constant
control pressure. Control pressure then goes to chamber A and the nozzle.
The servo reference pressure regulator reduces the pressure to a constant
control pressure. Control pressure then goes to chamber B of the servo,
precooler control valve sensor, and WTAI solenoid valve.
The precooler control valve sensor starts to open when the temperature in the
pneumatic duct is 390F and is full open at 440F. This decreases the pressure in
chamber B. As pressure in chamber B decreases, the lever on the servo opens
the nozzle. The open nozzle decreases pressure in chamber A and the spring in
the precooler control valve actuator moves the valve to open. As the precooler
control valve opens, a feedback spring starts to move the lever to close the
nozzle. This prevents rapid movement of the precooler control valve.
The WTAI solenoid valve is open when the airplane is on the ground and the
wing thermal anti-ice system is on. This decreases all the pressure in chamber
B, and moves the lever to open the nozzle. The open nozzle then decreases
all the pressure in chamber A. Then the spring in the actuator opens the
precooler control valve full open.

The control pressure in chamber A opens and closes the precooler control
valve. When pressure increases, the precooler control valve moves towards
close. When pressure decreases, the precooler control valve moves towards
open.

The control pressure in chamber B moves the lever on the servo. When
control pressure increases, the lever closes the nozzle. When control pressure
decreases, the lever opens the nozzle.

The control pressure in chamber B decreases when the precooler control valve
sensor opens, or the WTAI solenoid valve opens.

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PRECOOLER SYSTEM FUNCTIONAL SCHEMATIC

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4. GROUND PNEUMATIC CONNECTOR CHECK VALVE.

The ground pneumatic connector check valve lets you connect an external Training Information Point.
source of compressed air to the pneumatic manifold. It prevents flow out of This connector connects directly into the pneumatic manifold and supplies
the manifold, and lets flow into the manifold. no temperature or pressure regulation. The external pneumatic source must
control temperature and pressure within these placard limits on the connector
General Description. door :
The check valve is a spring-loaded closed split flapper type check valve.
Also, it has a standard quick disconnect nipple-type fitting. - Maximum temperature 232C (450F)
- Maximum pressure 60 psi.
The ground pneumatic connector check valve has these parts :
Before you supply air from an external pneumatic source, these conditions
- 3-inch (8-cm) quick disconnect nipple,
- Internal check valve. should be met :

- Battery power on
Location.
- Air conditioning pack switches off.
The ground pneumatic connector check valve is on the right side of the
pneumatic manifold crossover duct. Access is through the small panel on the
forward outboard corner of the right air conditioning bay access door. This makes sure that the pack valves will be closed.

Functional Description. CAUTION : MONITOR FLIGHT COMPARTMENT WING BODY OVERHEAT

When an external source is pressurizing the pneumatic manifold, the force of SYSTEM DURING ALL OPERATIONS OF THE PNEUMATIC SYSTEM.
the airflow is more than the spring force and the check valve opens. The check
valve springs and manifold pressure close the valve when there is no external 115V AC power is necessary to operate the wing body overheat or air
source. This prevents leakage from the manifold. conditioning system(s).

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GROUND PNEUMATIC CONNECTOR

CHECK VALVE ACCESS PANEL

GROUND PNEUMATIC CONNECTOR CHECK VALVE

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5. BLEED AIR ISOLATION VALVE.

The bleed air isolation valve has these functions : Operational Controls.
A three-position toggle switch on the air conditioning bleed air controls panel
- Separates the pneumatic manifold into right and left sides, controls the bleed air isolation valve. These are the switch positions :
- Connects the right and left sides of the pneumatic manifold for cross
bleed operation. - OPEN
the valve opens to connect the right and left sides of the bleed air
Physical Description. manifold.
The isolation valve is a 115V, single-phase, motor operated butterfly valve. - AUTO
The bleed air isolation valve has a valve body and an actuator assembly. the aircraft switch position logic controls the valve to open and close as
The actuator assembly has these parts : necessary for aircraft operations.
- CLOSE
- An electric motor and drive assembly, the valve closes to separate the right and left sides of the bleed air
- A manual override handle/position indicator. manifold.

Location.
The bleed air isolation valve is part of the crossover duct. It is in the keel beam,
in the forward area of the air conditioning bays.

Functional Description.
The bleed air isolation valve is a butterfly shutoff valve. A 115V AC, single
phase motor operates the valve. It is reversible in transit.

The valve has a manual override handle that lets you manually set the position
of the valve. The manual override handle is also a position indicator. A flange
in front of the lever shows OPEN and CLOSED.

Indications.
A visual position indicator on the valve shows the valve position.

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BLEED AIR ISOLATION VALVE

(LOOKING FROM LEFT AIR CONDITIONING COMPARTMENT)

(LOOKING DOWN)
(LOOKING FORWARD)

BLEED AIR ISOLATION VALVE

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5.1. Isolation Valve Control.
The bleed air isolation valve uses 115V AC electrical power.
A three position toggle switch on the P5-10 air conditioning panel controls the
valve motor and valve position.
These are the functions with the bleed air isolation valve switch in the OPEN
position :
- Power goes to the open coils of the valve motor, then
- The valve moves to the full open position,
- The valve limit switches open, and remove power from the motor.
These are the functions with the bleed air isolation valve in the CLOSE
position :
When all the toggle switches are in the auto, high, or on positions,
the valve closes.
The control circuit shows a typical cruise condition. The bleed air isolation
valve will remain closed. In this configuration, the pneumatic manifold divides
into a left and right side. This prevents a single pneumatic duct failure from
loss of pressure to all of the manifold.
With any one of the pack or engine bleed switches in the off position,
the valve opens.
A trip off condition closes a pack or bleed valve, but does not change the
position of its P5-10 panel control switch. The circuit uses switch position
logic, not valve position logic. You must be manually put the switch in the OFF
position to open the isolation valve when the its switch is in AUTO.

- Power goes to the close coils of the valve motor, then

- The valve moves to the full closed position,
- The valve limit switches open, and remove power from the motor.

With the bleed air isolation valve switch in the AUTO position, the control of
the isolation valve comes from these P5-10 switches :

- R PACK switch,
- L PACK switch,
- ENG 1 BLEED switch,
- ENG 2 BLEED switch.

With the isolation valve switch in auto, these switches supply the logic to
control the bleed air isolation valve position.

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BLEED AIR ISOLATION VALVE CONTROL

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6. APU BLEED SYSTEM.

The apu bleed air system supplies compressed air to the pneumatic manifold: Location.
The APU, load compressor, and bleed air valve are in the APU compartment.
- On the ground,
- In the air (up to 17,000 feet). The ECU is on the E6 rack in the aft cargo compartment.

The APU can supply power to these systems : The P5-10 panel control module is in the flight compartment.

- Engine start systems, The APU check valve is in the keel beam, between the forward air conditio-
- ECS systems. ning bays.

Operational Displays.
General Description.
The APU load compressor is the source of the APU bleed air. The load The APU bleed air valve has a visual position indicator on the valve assembly.
compressor inlet guide vanes and surge control systems control the pressure
and flow of the APU bleed air. These indications show valve operation :

The APU bleed air valve (BAV) isolates the APU load compressor from the - P5-10 panel duct pressure gage,
pneumatic manifold. - P5-10 panel DUAL BLEED indication light.

The M1709 APU electronic control unit (ECU) controls the APU bleed air valve.
The ECU receives bleed control signals from the P5-10 air conditioning control
panel.

The APU bleed air duct connects the APU bleed air valve to the pneumatic
manifold.

An APU check valve is in the APU duct. This valve protects the APU load com-
pressor from engine bleed air flow.

See the APU chapter for more information on the APU bleed air pressure con-
trol (ATA 49).

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APU BLEED AIR VALVE

(ROTATED FOR CLARITY)

APU CHECK VALVE

APU BLEED SYSTEM

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6.1. APU Bleed Air Valve.
This schematic shows the relationship between the APU bleed air valve and its
interfaces :
- APU electronic control unit (ECU),
- APU load compressor,
- APU pneumatic duct,
- DUAL BLEED indication circuit.
General Description.
When the P5-10 module APU BLEED switch is in the ON position, it supplies a
ground discrete to the APU ECU. A control signal from the APU ECU energi-
zes the APU bleed air valve solenoid. The energized solenoid sends pressure
from a tap upstream of the valve butterfly plate to the valve actuator.
The pressure opens the valve against the valve spring.
This moves the valve but- terfly plate to the wide open position.
Airplane logic inputs to the APU ECU also have an effect on the control signals
to the APU bleed air valve. These are the logic inputs :
- P8-1 APU FIRE switch (UP causes an APU shutdown and the bleed air
valve to close),
- M279 fire detection module (FIRE causes APU shutdown and bleed air
valve to close),
- APU speed sensors (UNDERSPEED causes the APU bleed air valve to
close),
- ARINC 429 altitude (altitude above 17,000 ft causes the APU bleed air
valve to close).
See the APU chapter for more information on the APU bleed air valve inter-
faces (ATA 49).

Both of these conditions are necessary for the apu bleed air valve to to open:

- A control signal from the apu ecu to energize the apu solenoid valve,
- Upstream duct pressure.

When the APU ECU removes the control signal from the APU bleed air valve
control solenoid, the solenoid deenergizes. The de-energized solenoid bleeds
the pressure from the valve actuator. The valves spring then pushes the valve
closed.

A position limit switch on the valve does these things :

- Supplies vaLve position discretes to the APU ECU,

- Supplies a ground input to the P5-10 module DUAL BLEED indication
circuit,
- Supplies visual indication of valve position.

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APU BLEED AIR VALVE

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6.2. APU Pressure Relief Valve.

The APU pressure relief valve protects the pneumatic ducts from too much
pressure. This can occur if the pressure regulating function of the APU bleed
system fails. Too much pressure can rupture the ducts.

Location.
The APU pressure relief valve is on the APU bleed air duct. It is in the section
48 stabilizer compartment under the catwalk.

Functional Description.
The APU pressure relief valve is a spring-loaded, air operated,
pressure relief device.

The spring holds the poppet closed at pressures less than 75 psi (nominal).

Duct pressure more than 75 psi pushes the poppet off its seat. This opens the
valve. The open valve relieves duct overpressure.

When duct pressure is less than 65 psi, the spring returns the poppet to its
seat. This closes the valve.

Training Information Point.

Remove and replace the old valve packing ring and replace it with a new
packing ring when you install a new APU pressure relief valve.

Before you install a new APU pressure relief valve, apply a thin layer of
antiseize compound to the mounting threads of the valve. The combination of
the mounting thread forces and high duct temperatures can cause uncoated
valve mounting threads to seize in their mounting boss.

Use the valve body wrench flats when you install the valve. Do not use a
wrench on the jam nut or cap. This can have an effect on valve spring preload.

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APU PRESSURE RELIEF VALVE

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7. PNEUMATICS DUCTS.

The pneumatic manifold sends hot, compressed air through the pneumatic NOTE : The duct leak overheat protection system uses 115v ac power.
system. Without power, the system will not operate.

Physical Description.
The pneumatic ducts are thin-walled tubes. The ducts have flanges at their
ends and join with flange clamps.
The duct sections are made short in length. This lets ducts expand when hot
air flows through them. This is thermal expansion.
See the wing and body overheat detection section for more information
(ATA 26).
Some duct flange clamps are in areas that contain control cables or other
mechanical/electrical devices. Special care must be taken so that the clamps
and these components do not touch.

Tension force holds the ducts between their structural mounts. WARNING : DO NOT REMOVE CLAMPS ON PRESSURIZED DUCTS. PERSONAL
INJURY OR EQUIPMENT DAMAGE MAY OCCUR.
Some ducts have a gold coating. The coating has these functions :
Keep the pneumatic ducting clean and free from these types of
- Protects the ducts from the effects of hydrocarbon contamination contamination :
(hydrogen embrittlement)
- Reduces heat transfer. - Oil,
- Hydraulic fluid,
Insulation blankets cover some ducts to reduce heat transfer. - Fuel,
- Other hydrocarbon compounds.
Location.
Pneumatic ducts are in these areas of the airplane :

- Pneumatic manifold
- Pneumatic systems.

Training Information Point.

Overheat detectors are near the pneumatic ducts. These elements operate by
the hot air that comes from pneumatic duct leaks. An active element causes a
WING-BODY OVERHEAT light on the air conditioning bleed air controls panel
to come on.

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PNEUMATIC DUCTS

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7.1. Duct Insulation. Functional Description.

The duct insulation decreases the heat flow from the ducts they cover.
The pneumatic manifold duct insulation decreases the heat flow from the This protects the airplane structure, wiring, and components adjacent to the
ducts to the adjacent area. ducts.

General Description.
There are two types of pneumatic insulation on the airplane :

- Soft insulation,
- Hard shell insulation.

Soft insulation is a soft, precut, fiberglass pad insulation that is wrapped with
a cover and held with tie straps.

Hard shell insulation is a hard, preformed, fiberglass lay-up, air gap insulation
that is pre-shaped to fit snugly around the contour of a duct section.
The hard shell insulation unit comes in two halves and attaches to the duct
section with band clamps or wire lace.

Location.
The soft insulation is on the APU duct in the aft cargo compartment areas.
The APU duct and soft insulation are behind the sidewall panels in the aft
cargo compartments.

The hard shell insulation is on the pneumatic ducts in the keel beam of the
airplane.

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DUCT INSULATION

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8. INDICATING AND WARNING.

8.1. Pressure Indicating. Dual Duct Pressure Indicator.

The indicating system gives the flight crew displays of the pneumatic system
status. The displays show this information :
- Right and left pneumatic manifold pressures
- DUAL BLEED conditions.
The pneumatic duct pressure indicator is on the air conditioning/bleed air
controls panel.
The pressure indicator has two independent needles (L and R), and a single
scale (0-80 psi). Integral lamps light the indicator scale. The indicator has a
single electrical connector.

Pneumatic system indications are on the air conditioning/bleed air controls Training Information Point
panel. The pressure indicator contains integrated circuits and is an electro static
discharge sensitive device.
A dual needle (right and left) pressure indicator shows the pressure in the right
and left sides of the pneumatic manifold.

Duct Pressure Transducer.

There are two pressure transmitters.
One for each side (left and right) of the pneumatic manifold.

The pressure transmitters are on the forward bulkheads of the air conditioning
bays near the pneumatic crossover duct.

The pressure transmitters have a pneumatic sense port on one end and an
electric connector on the other.

The duct pressure transducers use 28v dc and pneumatic pressure to provide a
signal to the pneumatic duct pressure indicator on the air conditioning/bleed
air controls panel.

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LEFT PRESSURE CONTROL PANEL (P5)

TRANSMITTER

P5 PNEU. DUCT
PRESS. INDICATOR

RIGHT PRESSURE
TRANSMITTER

AIR CONDITIONING BAY

FORWARD BULKHEAD

PNEUMATIC PRESSURE INDICATION

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8.2. Bleed Trip Off.

The BLEED TRIP OFF light shows the crew when the engine bleed system
operation stops.

Functional Description.
There are two BLEED TRIP OFF indication systems, one for each engine bleed
system.

The BLEED TRIP OFF light is part of the engine bleed air control circuit.
Overheat or overpressure switches will trip off (stop) the engine bleed air
system. This protects airplane components from damage.

Two conditions cause a BLEED TRIP OFF :

- Operation of the 254C (490F) overheat switch,

- Operation of the bleed air regulator (BAR) 180 psi overpressure switch.

The overtemperature or overpressure switch supplies a ground to an overheat

relay in the air conditioning accessory unit (ACAU). The overheat relay then
energizes. The energized contacts of the relay do these things :

- Supplies 28VDC to the close coils of the BAR,

- Supplies a ground to the BLEED TRIP OFF light and the master caution
system (this makes the lights come on),
- Makes a latch circuit for the overheat relay through the P5-10 panel
TRIP RESET push-button switch.

To get control of the engine bleed system after a bleed trip off, these
conditions must occur :

- The overpressure or overheat switch must go back to its normal (open)

condition,
- Push the P5-10 panel TRIP RESET push-button switch (to open the
overheat relay latch circuit).

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BLEED TRIP OFF SCHEMATIC

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8.3. Dual Bleed Light.

The DUAL BLEED light does these things :

- Tells the crew that an engine (or engines) and the APU both supply
pressure to the pneumatic manifold at the same time,
- Reminds the crew to put the thrust levers to the idle position during
DUAL BLEED conditions,

Functional Description.
The DUAL BLEED indication circuit uses 28V DC electrical power.

Power goes to the light when the bus has power. When airplane logic supplies
a ground to the circuit, the light comes on. The circuit has two paths to
ground. Both paths rely on switch and valve position logic.

The DUAL BLEED light comes on for these conditions :

- Engine 1 BLEED switch ON and the APU bleed air valve open,
- Engine 2 BLEED switch ON, the isolation valve OPEN, and the APU bleed
air valve open.

The DUAL BLEED light can make sure that the APU bleed air valve is in the
close position. When the APU bleed valve is open and the engine 1 BLEED
switch is ON, the DUAL BLEED light shows the valve is not in the close
positlon. When the APU BLEED switch is OFF and the engine 1 BLEED switch is
ON, the DUAL BLEED light will go off when the APU bleed air valve closes.

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DUAL BLEED SCHEMATIC

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THIS PAGE IS INTENTIONALLY LEFT BLANK

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ENGINE BLEED AIR ( L ENG SHOWN)

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