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Baixe Mapa mental do etanol e outras Resumos em PDF para Química, somente na Docsity! B737 NG ER gra Air Systems Boeing B737 NG - Systems Summary [Air Systems] Bleed Air System Introduction Air for the bleed air system can be supplied by the engines, APU, or an external air cart/source. The APU or external cart supplies air to the bleed air duct prior to engine start. After engine start, air for the bleed air system is normally supplied by the engines. The following systems rely on the bleed air system for operation: * Air conditioning/pressurization + Wing and engine thermal anti-icing * Engine starting * Hydraulic reservoirs pressurization + Water tank pressurization [Option - Aspirated TAT] * Aspirated TAT probe Switches on the air conditioning panel operate the APU and engine bleed air supply system. Engine Bleed System Supply Engine bleed air is obtained from the Sth and 9th stages of the compressor section. When Sth stage low pressure bleed air is insufficient for the bleed air system requirements, the high stage valve modulates open to maintain adequate bleed air pressure. During takeoff, climb, and most cruise conditions, low pressure bleed air from the Sth stage is adequate and the high stage valve remains closed. Engine Bleed Air Valves The engine bleed air valve acts as a pressure regulator and shutoff valve. With the engine bleed air switch ON, the valve is DC activated and pressure operated. The valve maintains proper system operating pressure and reduces bleed air outflow in response to high bleed air temperature. Bleed Trip Sensors Bleed trip sensors illuminate the respective BLEED TRIP OFF light when engine bleed air temperature or pressure exceeds a predetermined limit. The respective engine bleed air valve closes automatically. Page 1 Boeing B737 NG - Systems Summary [Air Systems] PEERCOCKPIT COM TO ASPIRATED A DUCT PRESSURE EOSTUE DU EU VALVE BLEED ESCADA ENGINE ESC Pta HIGH STAGE vALve E Pd EE 3 APU BLEED DIABO ES EU PISTA E RO EU Page 4 Boeing B737 NG - Systems Summary [Air Systems] PMSEICOCkPIT:COM Wing-Body Overheat A wing-body overheat condition is caused by a bleed air duct leal. Tt is sensed by the overheat sensors located as shown. Wing-Body Overheat Ducts and Lights Es Za Ca E E ja TDR aa UNR ARE CORE C] Ra NE EO a (1) LEFT ENGINE STRUT. (6 RIGHT ENGINE STRUT. (2) LEFT INBOARD WING ORE EIA RR À LEADING EDGE. (3) LEFT-HAND AIR (B)RreHT-HAND AIR CODEC a PICA [OLSER (G) BLEED DUCT FROM APU.| Page 5 Boeing B737 NG - Systems Summary [Air Systems] FASINERCOCKPIT COM [UT ES i CAN TemEl Ad [SEE E EE FORWARD OVERHEAD PANEL LEFT LIGHT NE] SAS ESET (D term enem srrur. (E) rice encrne sreur. (E) Leer Insono vino (T)RIGHT INSOARD WING Re EUR RED (5) LEFT=HAND AIR (E) RIGHT-HAND AIR ER D ES CA CONDITIONING BAY. [OLA OLE EA Page 6 Boeing B737 NG - Systems Summary [Air Systems] FASIERCOCKPT-COM Air Conditioning Pack Schematic ER [OT O LEAL CHAMBER E Ei , SRA —-- ETR CESAR Rap a RD Ee rca ES RS O Page 9 Boeing B737 NG - Systems Summary [Air Systems] Air Conditioning Distribution Conditioned air is collected in the mix manifold. The temperature of the air is directly related to the setting of the CONT CABIN and PASS CABIN temperature selectors. Overheat detection is provided by temperature sensors located downstream of the packs. An overheat condition causes the appropriate mix valves to drive full cold and the DUCT OVERHEAT light to illuminate. A temperature higher than the duct overheat causes the appropriate pack valve to close and the PACK TRIP OFF light to illuminate. Flight Deck Since the flight deck requires only a fraction of the air supply provided by the left pack, most of the left pack air output is mixed with the right pack supply and routed to the passenger cabin. Conditioned air for the flight deck branches into several risers which end at the floor, ceiling, and foot level outlets. Air diffusers on the floor under each seat deliver continuous air flow as long as the manifold is pressurized. Overhead diffusers are located on the flight deck ceiling, above and aft of the No. 3 windows. Each of these outlets can be opened or closed as desired by tuming a slotted adjusting screw. There is also a dual purpose valve behind the rudder pedais of each pilot. These valves provide air for warming the pilots” feet and for defogging the inside of the No. 1 windshields. Each valve is controlled by knobs located on the Captain's and First Officer's panel, respectively. Passenger Cabin The passenger cabin air supply distribution system consists of the mix manifold, sidewall risers, and an overhead distribution duct. Sidewall risers go up the right and left wall of the passenger cabin to supply air to the overhead distribution duct. The overhead distribution duct routes conditioned air to the passenger cabin. It extends from the forward to the aft end of the ceiling along the airplane centerline and also supplies the sidewall diffusers. Recirculation Fan The recirculation fan system reduces the air conditioning system pack load and the engine bleed air demand. Air from the passenger cabin and electrical equipment bay is drawn to the forward cargo bay where it is filtered and recirculated to the mix manifold. The fan is driven by an AC motor. The fan operates with the recire fan switch in AUTO except with both packs on and one or both in HIGH. Page 10 Boeing B737 NG - Systems Summary [Air Systems] Equipment Cooling The equipment cooling system cools electronic equipment in the flight deck and theE&E bay. The equipment cooling system consists of a supply duct and an exhaust duct. Each duct has a normal fan and an alternate fan. The supply duct supplies cool air to the flight deck displays and electronic equipment in the E & E bay. The exhaust duct collects and discards warm air from the flight deck displays, the overhead and aft electronic panels, circuit breaker panels in the flight deck, and electronic equipment in the E & E bay. Loss of airflow due to failure of an equipment cooling fan results in illumination of the related equipment cooling OFF light. Selecting the alternate fan should restore airflow and extinguish the OFF light within approximately 5 seconds. Ifan overtemperature occurs on the ground, alerting is provided through the crew call hom in the nose wheel well. Forward Cargo Compartment The recirculation fan system circulates air from the passenger cabin around the lining of the forward cargo compartment. When the overboard exhaust valve is closed, exhaust air from the equipment cooling system is also diffused to the lining of the forward cargo compartment for additional inflight heating. Conditioned Air Source Connection A ground air conditioning source may be connected to the mix manifold to distribute preconditioned air throughout the airplane. Page 11 Boeing B737 NG - Systems Summary [Air Systems] Ram Air System The ram air system provides cooling air for the heat exchangers. Operation of the system is automatically controlled by the packs through operation of ram air inlet doors. On the ground, or during slow flight with the flaps not fully retracted, the ram air inlet doors move to the full open position for maximum cooling. In normal cruise, the doors modulate between open and closed. A RAM DOOR FULL OPEN light illuminates whenever a ram door is fully open. Deflector doors are installed forward of the ram air inlet doors to prevent slush ingestion prior to liftoff and after touchdown. Deflector doors extend when activated electrically by the air-ground safety sensor. Cooling Cycle Flow through the cooling cycle starts with bleed air passing through a heat exchanger for cooling. The air then flows to an air cycle machine for refrigeration. The processed cold air is then combined with hot air which has bypassed the air cycle machine, then through a high pressure water separator which removes moisture. This conditioned air then flows into the mix manifold and distribution system. Overheat protection is provided by temperature sensors located in the cooling cycle. An overheat condition causes the pack valve to close and the PACK light to illuminate. Pack Temperature Control Electronic controllers command the pack temperature control valve toward open or closed to satisfy pack discharge requirements. Ifa primary pack control fails, the affected pack is controlled by the standby pack control inthe opposite controller. A primary or standby pack control failure causes the PACK, MASTER CAUTION and AIR COND System Annunciator lights to illuminate during recall. If both the primary and the standby pack controls fail for the same pack, the PACK, MASTER CAUTION, and AIR COND System Annunciator lights illuminate. The pack will continue to operate without control unless excessive temperatures cause the pack to trip off. Page 14 Boeing B737 NG - Systems Summary [Air Systems] EEIMERICOCKPIT.COM Air Conditioning Pack Schematic MO Cs Fartuos mb a E Ear ELES ME Doi vs se. o ES EICRSE ra | VALVE DR Est SS RS Mac Uia RIGHT O EA BLEED RS AIR Page 15 Boeing B737 NG - Systems Summary [Air Systems] Zone Temperature Control There are three zones: flight deck, forward cabin and aft cabin. Desired zone temperature is set by adjusting the individual Temperature Selectors. The selector range is approximately 65ºF (18ºC) to 85ºF (30ºC). The packs produce an air temperature that satisfies the zone which requires the most cooling. Zone temperature is controlled by introducing the proper amount of trim air to the zone supply ducts. The quantity of trim air is regulated by individual trim air modulating valves. During single pack operation with the TRIM AIR selected ON, zone temperature is controlled the same as during two pack operation. During single pack operation with the TRIMAIR selected OFF. the pack attempts to produce an air temperature to satisfy the average temperature demands of all three zones. If air in a zone supply duct overheats, the associated amber ZONE TEMP light illuminates, and the associated trim air modulating valve closes. The trim air modulating valve may be reopened after the duct has cooled by pushing the TRIP RESET Switch. Zone Temperature Control Modes The left electronic controller controls the aft cabin zone and provides backup control for the flight deck. The right controller controls the forward cabin zone and provides primary control for the flight deck. Failure of the primary flight deck temperature control will cause an automatic switch to the back up control and will illuminate the CONT CAB amber ZONE TEMP light upon Master Caution Recall. Failure of both the primary and standby controls will illuminate the lights automatically. Failure of the forward or aft cabin temperature control will cause the associated trim air modulating valve to close. The Temperature Selectors operate normally. but the Temperature Selector settings of the two passenger cabin zones will be averaged. The amber ZONE TEMP light will illuminate upon Master Caution Recall to indicate failure of the associated zone control. Unbalanced Pack Temperature Control Mode Any failure affecting the supply of trim air will cause the temperature control system to control both packs independent]y. If flight deck trim air is lost, the left pack will provide conditioned air to the flight deck at the selected temperature and the right pack will satisfy the demand of the passenger zone which requires the most cooling. If a passenger cabin zone trim air, or all trim air is lost, the forward and aft zone temperature demands will be averaged for control of the right pack. Ifany individual zone is switched OFF, the Temperature Selector setting will be ignored by the temperature control system. Page 16 Boeing B737 NG - Systems Summary [Air Systems] ESEERICOCKPIT-COM Air Conditioning Distribution Schematic dd md ST ER PRESSURE REGULATOR E dd VALVE OTA S Apto) AR RS DUB CONDITION: IN FLIGHT De RSS [ea Page 19 Boeing B737 NG - Systems Summary [Air Systems] Pressurization System Introduction Cabin pressurization is controlled during all phases of airplane operation by the cabin pressure control system. The cabin pressure control system includes two identical automatic controllers available by selecting AUTO or ALTN and à manual (MAN) pilot-controlled mode. The system uses bleed air supplied to and distributed by the air conditioning system. Pressurization and ventilation are controlled by modulating the outflow valve and the overboard exhaust valve. Pressure Relief Valves Two pressure relief valves provide safety pressure relief by limiting the differential pressure to a maximum of 9.1 psi. A negative relief valve prevents external atmospheric pressure from exceeding internal cabin pressure. Cabin Pressure Controller Cabin altitude is normally rate-controlled by the cabin pressure controller up to a cabin altitude of 8.000 feet at the airplane maximum certified ceiling of 41,000 feet. The cabin pressure controller controls cabin pressure in the following modes: * AUTO- Automatic pressurization control; the normal mode of operation. Uses DC motor. * ALTN- Automatic pressurization control; the alternate mode of operation. Uses DC motor. + MAN- Manual control of the system using DC motor. The air data inertial reference units (ADIRUs) provides ambient static pressure, baro corrected altitude, non corrected altitude and calibrated airspeed to both automatic controllers. The ADIRUs receive baromstric corrections from the Captain's and First Officer's BARO reference selectors. The automatic controllers also receive throttle position from both stall management computers and signals from the air/ground sensors. Page 20 Boeing B737 NG - Systems Summary [Air Systems] ENSIMEEICOCKPIT.COM Cabin Pressure Control System Schematic STATIC PORT tes PES SAFETY EE ] ui N q PAD fo api q [bri m EUNGEC] [UR ap SITES Page 21 Boeing B737 NG - Systems Summary [Air Systems] Auto Mode Operation The AUTO system consists of two identical controllers, with one controller alternately sequenced as the primary operational controller for each new flight. The other automatic controller is immediately available as a backup. In the AUTO or ALTN mode, the pressurization control panel is used to preset two altitudes into the auto controllers: * FLT ALT (flight or cruise altitude). * LAND ALT (landing or destination airport altitude). Takeoff airport altitude (actually cabin altitude) is fed into the auto controllers at all times when on the ground. The air/ground safety sensor signals whether the airplane is on the ground or in the air. On the ground and at lower power settings, the cabin is depressurized by driving the outflow valve to the full open position. The cabin begins to pressurize on the ground at higher power settings. The controller modulates the outflow valve toward close, slightly pressurizing the cabin. This ground pressurization of the cabin makes the transition to pressurized flight more gradual for the passengers and crew, and also gives the system better response to ground effect pressure changes during takeoff. In the air. the auto controller maintains a proportional pressure differential between airplane and cabin altitude. By increasing the altitude at a rate proportional to the airplane climb rate, cabin altitude change is held to the minimum rate required. An amber OFF SCHED DESCENT light illuminates if the airplane begins to descend without having reached the preset cruise altitude; for example, a flight aborted in climb and returning to the takeoff airport. The controller programs the cabin to land at the takeoff field elevation without further pilot inputs. If the FLT ALT indicator is changed, the automatic abort capability to the original takeoff field elevation is lost. Page 24 Boeing B737 NG - Systems Summary [Air Systems] The cruise mode is activated when the airplane climbs to within 0.25 psi of the selected FLT ALT. During cruise the controller maintains the cabin altitude slightly below the selected LAND ALT, if the differential pressure between the selected LAND ALT and FLT ALT is less than or equal to 8.35 psid above 37, 000 feet, 7.80 psid with the FLT ALT between 28,000 and 37,000 feet, and 7.45 psid with FLT ALT less than 28,000 feet. If the differential pressure between the selected LAND ALT and FLT ALT is greater than these values, the controller maintains a pressure differential of 8.35 psid above 37,000 feet, 7.80 psid with the FLT ALT between 28.000 and 37.000 feet, and 7.45 psid with FLT ALT less than 28,000 feet. Deviations from flight altitude can cause the pressure differential to vary as the controller modulates the outflow valve to maintain a constant cabin altitude. The descent mode is activated when the airplane descends 0.25 psi below the selected FLT ALT. The cabin begins a proportional descent to slightly below the selected LAND ALT. The controller programs the cabin to land slightly pressurized so that rapid changes in altitude during approach result in minimum cabin pressure changes. While taxiing in, the controller drives the outflow valve slowly to the full open position depressurizing the cabin. An amber AUTO FALL light illuminates if any of the following conditions occurs: * Loss of DC power * Controller fault * Outflow valve control fault * Excessive differential pressure (> 8.75 psi)* * Excessive rate of cabin pressure change (+2000 sea level feet/minute)* * High cabin altitude (above 15.800 feet).* *If controller is not responding properly With illumination of the AUTO FAIL light, the pressure control automatically transfers to the other auto controller (ALTN mods). Moving the pressurization mode selector to the ALTN position extinguishes the AUTO FAIL light, however the ALTN light remains illuminated to indicate single channel operation. High Altitude Landing [Option - High Altitude Landing System] When the high altitude landing system is engaged and the actual landing altitude is set, the controller brings the cabin altitude to the landing airport elevation when the descent mode is activated. Upon departure from a high altitude airport, the system retums to normal operation as the cabin descends through 8,000 feet. Page 25 Boeing B737 NG - Systems Summary [Air Systems] FASMERCOCKkPT-COM Flight Path Events — Auto Mode COS URSER RR itç CRUISE MODE: We escenT moDE Tu NE [Riu DSi) ETR ft. to 37,000 ft.) id above 37,000 ft:) EAR SAS ERR AEE PET CABIN ALTITUDE VS. AIRPLANE ALTITUDE Manual Mode Operation A green MANUAL Light illuminates with the pressurization mode selector in the MAN position. Manual control of the cabin altitude is used if both the AUTO and ALTN modes are inoperative. In the MAN mode, the outflow valve position switch is used to modulate the outflow valve by monitoring the cabin altitude panel and valve position on the outflow valve position indicator. A separate DC motor, powered by the DC standby system, drives the outflow valve at a slower rate than the automatic modes. Outflow valve full range of motion takes up to 20 seconds. Page 26 Boeing B737 NG - Systems Summary [Air Systems] |3 WING-BODY OVERHEAT Light Illuminated (amber) — * left light indicates overheat from bleed air duct leak in left engine strut, left inboard wing leading edge, left air conditioning bay, keel beam or APU bleed air duct + right light indicates overheat from bleed air duct leak in right engine strut, right inboard wing leading edge or right air conditioning bay. [4 | Engine BLEED Air Switches OFF — closes engine bleed air valve. ON- opens engine bleed air valve when engines are operating. 5 APU BLEED Air Switch OFF — closes APU bleed air valve. ON — opens APU bleed air valve when APU is operating. "6 | Bleed Air DUCT PRESSURE Indicator Indicates pressure in L and R (left and right) bleed air ducts. o Wing-Body Overheat (OVHT) TEST Switch Push— * tests wing-body overheat detector circuits * illuminates both WING-BODY OVERHEAT lights. 8 BLEED TRIP OFF Light Illuminated (amber) — excessive engine bleed air temperature or pressure + related engine bleed air valve closes automatically + requires reset. (9 TRIPRESET Switch [B737 - 600/700] Push (if fault condition is corrected) — * resets BLEED TRIP OFF, PACK TRIP OFF and DUCT OVERHEAT lights * related engine bleed valve opens, or related pack valve opens, or related air mix valve opens * lights remain illuminated until reset. Page 29 Boeing B737 NG - Systems Summary [Air Systems] o TRIP RESET Switch [B737 - 800/900] Push (if fault condition is corrected) — * resets BLEED TRIP OFF, PACK and ZONE TEMP lights * related engine bleed valve opens, or related pack valve opens, or related air mix valve opens * lights remain illuminated until reset. Page 30 Boeing B737 NG - Systems Summary [Air Systems] Air Conditioning Controls and Indicators [B737 - 600/700 and Air Temperature Indicator in degrees C] [eo CURTA] POC E E [, Em W UA mA N RECIRC FAN a dA E ça a gi RE Das De Ro É) E a ANTI 7 | ICE To BLEED) FORWARD OVERHEAD PANEL a ATR Temperature (TEMP) Source Selector SUPPLY DUCT — selects main distribution supply duct sensor for TEMP indicator. Page 31 Boeing B737 NG - Systems Summary [Air Systems] [B737 - 800/900 and Air Temperature Indicator in degrees F] Cia SS E EN INCA conf ECC OFF de! [o Do [e = TA) hr Cord io BO K Na pa FEM a PnivE po ASR args E É) E r EE) no C po É) SS o 2 BLEED) o NR V/A NU AR a Air Temperature (TEMP) Indicator Indicates temperature at location selected with AIR TEMP source selector. Page 34 Boeing B737 NG - Systems Summary [Air Systems] [2 ZONE TEMP Lights Illuminated (amber) — * CONT CAB indicates a duct temperature overheat or failure of the flight deck primary and standby temperature control * FWD CAB or AFT CAB indicates duct temperature overheat. During Master Caution light recall: * CONT CAB indicates failure of the flight deck primary or standby temperature control * either FWD CAB or AFT CAB indicates failure of the associated zone temperature control * lights will extinguish when Master Caution is reset. s Temperature Selector AUTO - provides automatic temperature control for the associated zones. Rotating the control toward C (cool) or W (warm) manually sets the desired temperature. OFF — closes the associated trim air modulating valve. "a | RAM DOOR FULL OPEN Light Illuminated (blue) — indicates ram door in full open position. Ss. Air Conditioning PACK Switch OFF — pack signalled OFF. AUTO- * with both packs operating, each pack regulates to low flow * with one pack operating, operating pack regulates to high flow in flight with flaps up * when operating one pack from APU (both engine BLEED air switches OFF), regulates to high flow. HIGH — + pack regulates to high flow * provides maximum flow rate on ground with APU BLEED air switch ON. 6 | AIR Temperature (TEMP) Source Selector SUPPLY DUCT - selects appropriate zone supply duct temperature PASS CAB — selects forward or aft passenger cabin temperature PACK - selects left or right pack temperatures. Page 35 Boeing B737 NG - Systems Summary [Air Systems] E TRIM AIR Switch ON - trim air pressure regulating and shutoff valve signaled open. OFF - trim air pressure regulating and shutoff valve signaled closed. Recirculation (RECIRC) FAN Switches OFF - fan signalled off. AUTO — - in-flight— + the left recirculation fan operates if both packs are operating unless either PACK switch is in HIGH * the right recirculation fan operates if both packs are operating unless both PACK switches are in HIGH. * onthe ground — * the left recirculation fan operates unless both PACK switches are in HIGH * the right recirculation fan operates even if both PACK switches are in HIGH. [9 PACKLight Illuminated (amber) — * indicates pack trip off or failure of both primary and standby pack controls + during Master Caution recall, indicates failure of either primary or standby pack control. Extinguishes when Master Caution is reset mo TRIP RESET Switch Push (if fault condition is corrected) — * resets BLEED TRIP OFF, PACK and ZONE TEMP lights * related engine bleed air valves open. or related pack valves open, or related air mix valves open * lights remain illuminated until reset. Page 36 Boeing B737 NG - Systems Summary [Air Systems] FREMERICOCKPIT-COM a High Altitude Landing Switch ON (white) — reprograms initiation of cabin altitude warning horn from 10,000 to 12,500 feet. Of— (ON not visible) * reprograms cabin pressurization from high altitude to normal operation * extinguishes INOP light 5 High Altitude Landing INOP Light Illuminated (amber) — indicates high altitude landing system fault. Cabin Pressurization Panel 3 mas: Ro a LAND ALT [o ND fo VN ER Page 39 Boeing B737 NG - Systems Summary [Air Systems] AUTO FAIL Light Illuminated (amber) — automatic pressurization system failure detected: * indicates a single controller failure when ALTN light is also illuminated * indicates a dual controller failure when illuminated alone. E OFF Schedule (SCHED) DESCENT Light Illuminated (amber) — airplane descended before reaching the planned cruise altitude set in the FLT ALT indicator. Ss Flight Altitude (FLT ALT) Indicator * indicates selected cruise altitude * set before talkeoff. ao Flight Altitude Selector Rotate — set planned cruise altitude.(-1,000 ft. to 42,000 ft. in 500 ft. increments). Landing Altitude (LAND ALT) Indicator » indicates altitude of intended landing field * set before takeoff. | 6 Landing Altitude Selector Rotate — select planned landing field altitude. (-1,000 ft. to 14,000 ft. in 50 ft. increments). o MANUAL Light Illuminated (green) — pressurization system operating in the manual mode. | 8 | Alternate (ALTN) Light Illuminated (green) — pressurization system operating in the alternate automatic mode: * Illumination of both ALTN and AUTO FAIL lights indicates a single controller failure and automatic transfer to ALTN mode * pressurization mode selector in ALTN position. Outflow VALVE Position Indicator * indicates position of outflow valve * operates in all modes. Page 40 Boeing B737 NG - Systems Summary [Air Systems] "10 Outflow Valve Switch (spring-loaded to center) CLOSE — closes outflow valve electrically with pressurization mode selector in MAN position. OPEN - opens outflow valve electrically with pressurization mode selector in MAN position. mu Pressurization Mode Selector AUTO - pressurization system controlled automatically. ALTN - pressurization system controlled automatically using ALTN controller. MAN — * pressurization system controlled manually by outflow valve switch * both auto controllers bypassed. (12. Cabin /Flight Altitude (CAB ALT)(FLT ALT) Placard Used to determine setting for cabin altitude when operating in manual mode Limitations (Pressurization) [Option - Normal Cabin Altitude] The maximum cabin differential pressure (relief valves) is 9.1 psi. The following is not an AFM limitation. but is provided for flight crew information: With engine bleed air switches ON, do not operate the air conditioning packs in HIGH for takeoff, approach or landing. Page 41