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
B737NG/36/301
Training manual Pneumatic System
trainingservices@sabenatechnics.com
page 2
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 3
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
Table of Contents
page 4
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 5
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
System description.
The pneumatic system controls engine bleed air source, temperature,
and pressure.
The pneumatic system provides high temperature, high pressure air for :
page 6
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
AIR CONDITIONING
& PRESSURIZATION
ENGINE
ENGINE STARTING
GROUND CART
WATER PRESSURIZATION
HYDRAULIC SYSTEM
page 7
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
2. GENERAL.
The pneumatic system supplies hot high pressure air to the systems on the APU Bleed Air System.
airplane that use air. The APU load compressor supplies bleed air on the ground and in the air.
These use the sources of pneumatic power : Pneumatic Ground Air Connection.
The pneumatic ground air connection provides for the connection at a ground
- Engine bleed air, pneumatic cart. The pneumatic cart car supply bleed air for engine start and
- APU ground use at the air conditioning system.
- Ground source.
Pneumatic Manifold System.
Engine Bleed Air. The pneumatic manifold system gets bleed air from the engines, APU, or
There is one bleed air system for each engine. The engine bleed system pneumatic ground cart.
controls bleed air temperature end pressure.
A bleed air isolation valve divides the pneumatic manifold into leg and right
Engine bleed air comes from the 5th and 9th stages of the high pressure sides. The normal position at this valve is closed. Because at this, a single duct
compressor. A high stage regulator and high stage valve control the flow of failure cannot cause a loss at pressure to the whole pneumatic manifold.
9th stage bleed air. The 5th stage check valve prevents reverse flow into the
9th stage. 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
At low engine speeds, bleed air comes from the 9th stage. the manifold pressures. Pressure indication is so the air conditioning panel.
At high engine speeds, bleed air comes from the 5th stage.
The right side at the manifold has a pneumatic ground air connector.
A bleed air regulator and the pressure regulator and shutoff valve (PRSOV)
control the flow at bleed air to the pneumatic manifold. Controls and Indications.
The air conditioning/bleed air controls panel has control switches and lights to
ACAU. control and monitor the pneumatic system.
The air conditioning accessory unit (ACAU) contains relays, and is an interface
between the air conditioning/bleed air controls panel switches and lights.
page 8
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
ON -800 ONLY
HYD
PRESS RSVR
XMTR ISO
WING WING
A/I VALVE A/I
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
page 9
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 10
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
COMPONENT LOCATIONS
page 11
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 12
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 13
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
The engine bleed air distribution system supplies temperature and pressure There is protection for the pneumatic manifold from overpressure or
regulated air to the bleed air manifold. overtemperature conditions. Operation of either the 180/220 psi overpressure
switch or the 254C (490F ) overheat switch will cause a bleed trip off
3.1. Functional Description. condition. A bleed trip off condition sends a signal from the ACAU to close
the bar sole- noid valve regardless of bleed switch position.
The pressure regulator and shutoff valve (PRSOV) controls the flow of engine
bleed air to the pneumatic manifold. 5th and 9th Stage Engine Bleeds.
Bleed air comes from the 5th and 9th stages of the engine high stage
The bleed air regulator (BAR) operates the PRSOV with control pressure. compressor. At low engine speed, 5th stage air is not sufficient for the
The source of pressure for the bar is the engine bleed interstage duct. pneumatic system demands and the 9th stage supplies bleed air. At high
The BAR gets electrical control from a 28V DC signal. This signal comes from engine speed the high stage valve closes, and the 5th stage supplies bleed
the air conditioning accessory unit (ACAU). When the BAR solenoid valve air. The high stage regulator controls the high stage valve. High stage valve
opens electrically, it supplies control pressure to open the PRSOV against operation is automatic.
spring force. When the BAR closes electrically, it bleeds the control pressure
from the PRSOV. Spring force closes the PRSOV. Engine Bleed Air Cooling Functional Description.
A precooler system cools engine bleed air. The precooler system is automatic.
Usually, the engine bleed switch controls the BAR. In the ON position, the The precooler system keeps engine bleed air temperatures between 199C
switch supplies a signal through the ACAU to open the solenoid valve in the (390F) and 229C (440F). The precooler is a cross flow heat exchanger.
BAR. In the OFF position, the switch supplies a signal to close the solenoid It uses engine fan air to cool the engine bleed air.
valve in the BAR.
The precooler control valve controls fan air flow to the precooler.
When the engine fire switch is in the normal (down) position, it arms the The pre- cooler control valve modulates in response to these components :
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 - The precooler control valve sensor,
close. This happens regardless of the bleed switch position. - The wing thermal anti-ice (WTAI) solenoid valve.
There is protection so that the engine bleed air manifold will not have reverse The 232C (450F) thermostat bleeds control pressure from the PRSOV if
flow during engine starts. The engine start valve sends a signal to the ACAU engine bleed air downstream of the precooler is 232C (450F) or higher.
during engine start. This causes the ACAU to send a close signal to the BAR This causes the PRSOV to modulate toward closed.
solenoid valve, regardless of the bleed switch position. The reduced airflow through the PRSOV has these effects :
page 14
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 15
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
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.
page 16
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 17
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 18
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 19
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
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. - 9th stage pressure to the reference pressure regulator is shut off
- Control pressure to the high stage valve bleeds off
The high stage valve controls the flow of bleed air from the 9th stage bleed air - High stage valve closes.
manifold.
A relief valve in the high stage valve decreases downstream pressure in the
The high stage regulator gets unregulated air from a tap on the 9th stage interstage duct when the pressure regulator and shutoff valve (PRSOV) is
bleed air manifold. The unregulated air goes through the pneumatic shutoff closed.
mechanism to the reference pressure regulator.
Operational Controls.
The reference pressure regulator decreases the pressure to a constant control The operation of the high stage bleed system is automatic and self-regulating.
pressure. A relief valve prevents damage to the high stage valve if the There are no external controls.
reference pressure regulator fails.
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:
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.
page 20
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 21
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
The PRSOV has these parts : The PRSOV is pneumatically controlled by the BAR.
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.
page 22
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
PRESSURE REGULATOR
AND SHUTOFF VALVE
page 23
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
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).
page 24
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 25
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
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.
- 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.
page 26
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 27
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 28
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 29
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
3.7. Bleed Air Control Circuit. The contacts of an energized ACAU overheat relay cause these operations :
The engine bleed air control and indication circuits use 28V DC. - The bleed air control signal closes the bleed air regulator solenoid valve,
- The air conditioning/bleed air controls panel BLEED TRIP OFF light comes
The engine fire switch has the override authority in the control circuit. If the on,
handle is up (fire condition), the bleed air control signal closes the bleed air - The P7 MASTER CAUTION and AIR COND annunciator lights come on,
regulator solenoid valve. If the engine fire switch is down (normal condition), it - A holding circuit connects through the air conditioning panel TRIP
arms the engine BLEED switch on the air conclitioning/bleed air controls panel. RESET push-button switch.
When the engine BLEED switch is OFF, the control signal closes the bleed air To get control of the engine bleed system after a bleed trip off, these
regulator solenoid valve. When the engine BLEED switch is ON, the control
conditions must occur :
signal goes through relaxed relays (normal conditions) in the air conditioning
accessory unit (ACAU). This opens the bleed air regulator solenoid valve. - The overpressure or overtemperature switch must return to its normal
(open) condition,
The relays in the ACAU protect the bleed air system during these conditions : - You must push the air conditioning panel TRIP RESET push-button
switch (to break the holding circuit).
- Engine start operations,
- Engine bleed air interstage duct overpressure,
The air conditioning panel engine BLEED switch has multiple poles. One set of
- Engine bleed air overtemperature.
poles controls the solenoid valve circuit. Another set of poles supplies discrete
signals to the flight management computer.
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 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
The overheat relay energizes when a bleed trip off condition exists. These a loss of electric power, the solenoid valve will stay in the last electrically
conditions cause a bleed trip off : commanded position.
page 30
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 31
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
3.8. Bleed Air Precooler System. When you operate the WTAI system on the ground, the WTAI solenoid valve
energizes. Under these conditions, the WTAI solenoid valve controls the pre-
The bleed air precooler system controls the temperature of the engine bleed cooler control valve movement. This opens the WTAI solenoid valve and bleeds
air before it goes into the pneumatic manifold. 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
General. airflow to the precooler. This protects the slats from possible damage by the
The precooler control valve spring loads to the full open position. 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 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.
page 32
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
FAN AIR
5th STAGE
ENGINE 1 PRECOOLER CONTROL
9th STAGE
VALVE SENSOR
199C - 227C
(390F- 440F)
PRECOOLER
ENGINE BLEED
AIR MANIFOLD
INTERSTAGE DUCT
page 33
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
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.
page 34
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
PRECOOLER
page 35
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 36
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
PRECOOLER CONTROL
PRECOOLER CONTROL VALVE VALVE SENSOR 199C (390F)
page 37
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
3.12. WTAI Solenoid Valve. 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 wing thermal anti-ice (WTAI) solenoid valve bleeds actuator pressure from the solenoid valves. The solenoid valves bleed actuating pressure from the
the precooler control valve. The WTAI solenoid valve operates when you use precooler control valve. This causes the precooler control valves to go wide
the wing thermal anti-icing system on the ground. open.
Location. The wide open precooler control valve gives maximum cooling to the engine
There are two WTAI solenoid valves, one for each bleed air precooler system. bleed air. This protects the wing leading edges from overheat damage.
The valves are on top of the compressor section of each engine.
The WTAI solenoid valves cause the precooler control valves to go wide open,
General. regardless of the precooler control valve sensor conditions.
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 For more information about the WTAI solenoid valve, see ice and rain
airflow over the wing. This airflow has a great cooling effect on the leading protection (chapter 30).
edges. The wing thermal anti-icing system heat output is great enough to
overcome this cooling effect.
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.
page 38
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 39
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
3.13. Precooler System Functional Description. 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
The precooler system controls the temperature of the bleed air to the chamber B. As pressure in chamber B decreases, the lever on the servo opens
pneumatic manifold. 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
The precooler control valve gets unregulated air pressure from the interstage control valve opens, a feedback spring starts to move the lever to close the
manifold. The unregulated air pressure goes to the actuator reference pressure nozzle. This prevents rapid movement of the precooler control valve.
regulator and the servo reference pressure regulator.
The WTAI solenoid valve is open when the airplane is on the ground and the
The actuator reference pressure regulator reduces the pressure to a constant wing thermal anti-ice system is on. This decreases all the pressure in chamber
control pressure. Control pressure then goes to chamber A and the nozzle. 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
The servo reference pressure regulator reduces the pressure to a constant precooler control valve full open.
control pressure. Control pressure then goes to chamber B of the servo,
precooler control valve sensor, and WTAI solenoid valve.
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.
page 40
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
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.
page 42
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 43
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
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.
page 44
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
(LOOKING DOWN)
(LOOKING FORWARD)
page 45
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
5.1. Isolation Valve Control. When all the toggle switches are in the auto, high, or on positions,
the valve closes.
The bleed air isolation valve uses 115V AC electrical power.
The control circuit shows a typical cruise condition. The bleed air isolation
A three position toggle switch on the P5-10 air conditioning panel controls the valve will remain closed. In this configuration, the pneumatic manifold divides
valve motor and valve position. into a left and right side. This prevents a single pneumatic duct failure from
loss of pressure to all of the manifold.
These are the functions with the bleed air isolation valve switch in the OPEN
position : With any one of the pack or engine bleed switches in the off position,
the valve opens.
- Power goes to the open coils of the valve motor, then
- The valve moves to the full open position, A trip off condition closes a pack or bleed valve, but does not change the
- The valve limit switches open, and remove power from the motor. 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
These are the functions with the bleed air isolation valve in the CLOSE position to open the isolation valve when the its switch is in AUTO.
position :
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.
page 46
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 47
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic 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).
page 48
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 49
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
6.1. APU Bleed Air Valve. 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 :
This schematic shows the relationship between the APU bleed air valve and its
interfaces : - P8-1 APU FIRE switch (UP causes an APU shutdown and the bleed air
valve to close),
- APU electronic control unit (ECU), - M279 fire detection module (FIRE causes APU shutdown and bleed air
- APU load compressor, valve to close),
- APU pneumatic duct, - APU speed sensors (UNDERSPEED causes the APU bleed air valve to
- DUAL BLEED indication circuit. close),
- ARINC 429 altitude (altitude above 17,000 ft causes the APU bleed air
General Description. valve to close).
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- See the APU chapter for more information on the APU bleed air valve inter-
zes the APU bleed air valve solenoid. The energized solenoid sends pressure faces (ATA 49).
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.
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.
page 50
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
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.
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.
page 52
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 53
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
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. See the wing and body overheat detection section for more information
The pneumatic ducts are thin-walled tubes. The ducts have flanges at their (ATA 26).
ends and join with flange clamps.
Some duct flange clamps are in areas that contain control cables or other
The duct sections are made short in length. This lets ducts expand when hot mechanical/electrical devices. Special care must be taken so that the clamps
air flows through them. This is thermal expansion. 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.
page 54
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
PNEUMATIC DUCTS
page 55
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
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.
page 56
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
DUCT INSULATION
page 57
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
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.
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.
page 58
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
P5 PNEU. DUCT
PRESS. INDICATOR
RIGHT PRESSURE
TRANSMITTER
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.
To get control of the engine bleed system after a bleed trip off, these
conditions must occur :
page 60
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 61
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
- 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.
- 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.
page 62
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 63
10 - 12 - 2013
rev : 4
B737NG/36/301
Training manual Pneumatic System
page 64
10 - 12 - 2013
rev : 4
Training manual B737NG/36/301
Pneumatic System
ENGINE BLEED AIR ( L ENG SHOWN)
page 65
10 - 12 - 2013
rev : 4