System Schematics PDF

Boeing
B737-600/700/800/900
RoU
ATA ,Several,-from_00..80
A3 Schematics
EASA Part-66
B1/B2
B737-6_A3_B12
Training Manual
For training purposes and internal use only.

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Revision Identification:
S The date given in the column ”Revision” on the face of
this cover is binding for the complete Training Manual.
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of the individual pages, are for information about the
latest revision of that page(s) only.
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Manual contains a complete set of all necessary pages
in the latest finalized revision.
AIR CONDITIONING B737−600/700/800/900
GENERAL
21−00
E Lufthansa Technical Training
Reference to Figure 1 Air Conditioning Basic Schematic (Cont.)
Reheater
The reheater increases the temperature of the air in
the air conditioning pack before it enters the turbine of
the air cycle machine. This increases the efficiency of
the turbine.
Air Conditioning Distribution

The two air conditioning packs supply the main
distribution manifold with conditioned air. The main
distribution manifold supplies air to the passenger
compartment through riser ducts and an overhead
distribution manifold.
Pack/Zone Controller
Two identical and interchangeable controllers control
the cooling pack discharge temperature and forms a
three zone temperature control system.
Air Conditioning Accessory Unit

The ACAU is the interface of the airplane‘s operational
logic and the air systems. Protection of the pack is
provided by 3 thermal switches.
S 200_C (compressor outlet); or 100_C (turbine inlet)
or 120_C (pack discharge)
the pack valve closes.
If the pack valve is closed, the temperature control
valve closes (pack valve closed relay).
Recirculation Fan
A recirculation system is installed to provide ventilation
while minimizing bleed air requirements. An electrically
blower draws cabin air through filters and discharges
into the mixing and distribution manifold.
Trim Air Press Regulating Valve

The trim air pressure regulating and shutoff valve
controls the flow and pressure of air to the zone trim
air modulating valves. The solenoid valve is energized
open when the TRIM AIR switch on the P5 overhead
panel is positioned to the ON. The servo regulator
regulates the trim air to (+) 4.0 psi above the actual
cabin pressure.
Trim Air Modulating Valve (3)

FOR TRAINING PURPOSES ONLY!
The trim air modulating valves port hot bleed air into
the control cabin and passenger cabin FWD/AFT zone
ducts to meet zone temperature requirements.
Door Area Heaters

The door area heaters supply added heat to prevent
cold zones around the doors.
Page 2 Lufthansa FRA US/o-2 GiM/ScV Sep 20, 2012

Technical Training
FOR TRAINING PURPOSES ONLY! Lufthansa Technical Training
21−00
B737−600/700/800/900
CONT CAB
TEMP SENSING NEG PRESS
MODULE RELIEF
3
AFT ZONE VALVE
PRESSURIZED AREA 2 TEMP SENSING
FWD ZONE CABIN MODULE SAFETY
TEMP SENSING 1
FWD PASS ZONE TEMP AFT PASS ZONE RELIEF
MODULE
BULB VALVE
ELEC EQUIP FWD CARGO AFT CARGO

COMP COMP COMP
M
M
L SENSOR R
DOOR TO L PACK/ZONE CABIN TEMP
AREA CONTR TEMP SENSOR
SENSOR FAN OUTFLOW VALVE
HEATER OVBD EXH VLV
DUCT OVHT
3 2 2 1 SW 120° C
MIX
MANIFOLD
TO L/R-ACAU
TO R PACK/ZONE CONTR
RAM AIR INLET

TRIM AIR MOD TRIM AIR MOD
VALVE VALVE
M M M
TRIM AIR MOD
VALVE
RAM AIR
TO L/R-ACAU ACT
03|−89|Air Cond Basic Cont.|L3

Technical Training
PRIMARY
WATER LEGEND:
EXTRACTORS
WATER SPRAY 1 DUCT OVHT SW 90° C
NOZZLE
2 DUCT TEMP SENSOR
Lufthansa
3 DUCT TEMP BULB

PACK
A 200_C COMPRESSOR OUTLET
TEMP
SENSOR S B 110_ C RAM AIR TEMP SENSOR
TRIM AIR C 100_ C TURBINE INLET
PACK PRESS
TEMP REG VLV
BULB RIGHT PACK
(SIMILAR)
REHEATER CONDENSER
FROM L/R
FROM CONT CABIN & RECIRC
FWD ZONE TEMP SEL FAN SW
C
HIGH PRESS
WATER ACM TURBINE
EXTRACTOR
ACM COMPR
B A
FROM L/R
RECIRC SEC
FAN SW STBY S
HEAT
EXCH TCV
TEMP
CONTR
PRIM VLV
HEAT
M
EXCH
S
M1455
AIR CONDITIONING
FROM L R PACK
MIX MAN FAN R-ACAU
VLV
SENSOR BYPASS
VLV
M324 R-PACK/ZONE TEMP CONTR
L-ACAU
S ISOLATION
GENERAL
L PACK VLV
M
VLV
PNEUMATIC AIR FROM ENG 1 OR APU PNEUMATIC AIR FROM ENG 2

L-PACK/ZONE TEMP CONTR
FRA US/o-2 GiM/ScV Sep 20, 2012 Figure 1 Air Conditioning Basic Schematic (Cont.) Page 3
PRESSURIZATION
21−30
Reference to Figure 2 Pressurization System Schematic
ATA 21 AIR CONDITIONING

21−30 GENERAL
SYSTEM DESCRIPTION Aft Outflow Valve
GENERAL DESCRIPTION The aft outflow valve controls the air flow out of the
The airplane operates at altitudes where the oxygen airplane fuselage.
density is not sufficient to sustain life. The The valve is a double gate type valve. The valve has
pressurization control system keeps the airplane cabin two 28v dc motors and one 48v dc motor. Only one
interior at a safe pressure altitude. This protects the motor drives the valve at a time. All three motors use
passengers and crew from the effects of hypoxia the same actuator mechanism.
(oxygen starvation).
The system controls the position of the outflow valve Overboard Exhaust Valve
to control cabin pressure. The air conditioning packs The overboard exhaust valve has two functions.
force air into the airplane pressure vessel (cabin). The It controls the quantity of equipment cooling exhaust
pressurization system controls the rate at which the air air that flows overboard and it operates in a smoke
flows out of the cabin. This maintains a safe cabin clearance mode.
pressure. The pressurization control systems are
designed for a nominal operating pressure of 7.8-8.35
psid with a maximum operating pressure of 8.45 psid. Positive Pressure Relief Valve
The cabin pressure relief system is a fail safe system.
Automatic Pressurization Control
Positive pressure relief valves protect the fuselage
In the automatic mode of operation, the system uses a
structure from overpressure if the automatic system
redundant system of digital pressure controllers to
fails. They opens and release pressure at 8.95 psid.
schedule cabin pressurization through all phases of
flight. The active pressure controller keeps cabin
altitude at a safe comfortable pressure altitude (8,000 Negative Pressure Relief Valve
ft ISA maximum). The pressure controllers are line The negative pressure relief valve opens when
replaceable units and incorporate standard front face pressure outside of the airplane is 1.0 psi more than
bite. the pressure inside of the airplane (-0.1 psid).
There are two digital CPCs (Cabin Pressure
Controllers). Each CPC has its own systems interface Cabin Altitude Warning
and valve motor system. This gives the AUTO mode of
control a dual redundant architecture. Only one CPC When the cabin altitude reaches 10,000 feet, the cabin
controls the outflow valve at any time. The other CPC altitude warning horn sounds. When the cutout switch
is a backup. The active controller changes with every is pressed, cuts out intermittent cabin altitude warning
flight or with an autofail event. horn.
The CPCs use data buses to interface with the drive
electronic boxes on the valve. The electronics boxes Pressure Equalization Valves
drive the automatic mode motors. Altitude switches on The cargo compartment pressure equalization valves
each drive electronic box will override CPC signals and let the pressures in the cargo compartments change.
close the outflow valve if cabin altitude pressure is
14,500 feet. This function will not effect manual mode
operation of the outflow valve.
MANUAL PRESSURIZATION CONTROL

In the manual mode of operation, the flight crew has
direct control of the outflow valve from the P5 panel.

The manual control mode overrides and bypasses the
two CPCs. The manual control system has its own
valve motor system. This gives the pressurization
control system a triple redundant architecture.
In manual mode, the pilot uses the control module
toggle switch to operate the outflow valve. The manual
valve motor has no control electronics box, and no
pressure switch.
Page 4 Lufthansa FRA US/T-2 ScV Sep 20, 2012

Technical Training
NEG. PRESS
21−30
B737−600/700/800/900
AURAL RELIEF VLV
WARNING
MODULE
POS. PRESS
RELIEF VLV
> 8,9 PSID
BLOW OUT PANEL BLOW OUT PANEL

FWD CARGO COMPARTMENT AFT CARGO COMPARTMENT
M
ALTITUDE M
WARNING SW
10000 FT OVERBOARD ELACT1 M
EXHAUST
VALVE
ELACT2 M
OUTFLOW VALVE POSITION

Technical Training
04|B736|Pressuriz|L3
FROM L/H PACK FROM R/H PACK
MANUAL
Lufthansa
OUTFLOW VALVE
AUTO
STATIC PRESS
ALTITUDE
AIRSPEED
ADIRU 2
28V DC
BUS 1
SMYDC 2
PRESS CONT ENG 1 ENG 2

AUTO 1 ENG 1 ENG 2 N1 N2
N2 N1
SMYDC 1
28V DC ADIRU 1
BUS 2 LEFT PACK VALVE
AIR CONDITIONING
PRESSURIZATION
RIGHT PACK VALVE OPEN/CLOSED

PRESS CONT PSEU
AUTO 2 OVBD EXHAUST VALVE STATIC PRESS
2
ALTITUDE
CPC 1 AIR / GRD AIRSPEED CPC 2
B737−600/700 SHOWN B737−800/900 EQUAL

FRA US/T-2 ScV Sep 20, 2012 Figure 2 Pressurization System Schematic Page 5
EQUIPMENT COOLING
21−27
Reference to Figure 3 Equipment Cooling System Schematic
ATA 21 AIR CONDITIONING

21−27 GENERAL
SYSTEM DESCRIPTION
GENERAL DESCRIPTION OVERBOARD EXHAUST VALVE
The equipment cooling system uses these two The overboard exhaust valve lets exhaust air go
systems to remove heat from equipment: overboard when the airplane is on the ground. The
S Supply system (pushes air) exhaust air supplements heating in the forward cargo
compartment in flight.
S Exhaust system (pulls air).
When the airplane is in flight, the normal position for
The supply system and the exhaust system use fans
the OEV (Overboard Exhaust Valve) is closed.
to move air. Each system has a primary fan and an
alternate fan. When the airplane is on the ground, the valve actuator
is in the NORMAL position. The valve position is a
The supply and exhaust fans move air through ducts
function of airflow (the valve is open until the airplane
and manifolds. The ducts and manifolds connect to
pressurizes).
shrouds around the electronic and electrical
equipment. When the airplane is in pressurized flight, the normal
position for the overboard exhaust valve is closed.
Supply Switch position has an effect on valve position. A 28v
The supply fans push air to these components: dc electromechanical rotary actuator opens the valve
in flight for more airflow or for smoke removal.
S P1, P2, P3 (display units)
S P9 panel (FMC control display units)
S Equipment racks in the EE compartment.
Exhaust
The exhaust fans pull air from these components:
S P1, P2, P3 (display units)
S P9 (FMC control display units)
S P6 (circuit breaker panel)
S P5 (control and indication)
S P8 (center aisle stand)
S Equipment racks in the EE compartment.
LOW FLOW SENSORS
The low flow sensors monitor air flow for the
equipment cooling system. When airflow cooling
quality through the equipment is not sufficient, the
sensor supplies an indication.
The low flow sensors supply an alarm signal to these
components for indication:
S MASTER CAUTION Light comes on
S The related EQUIP COOLING OFF light comes on
S ADIRS (crew call) alert occurs if the airplane is on
the ground.
S Flight recorder/mach airspeed module
Page 6 Lufthansa FRA US/T-2 GiM Sep 20, 2012

Technical Training
21−27
B737−600/700/800/900
MASTER
IRS 1 ON DC FIRE
IRS 2 ON DC EQUIP COOLING CAUTION WARN
SUPPLY EXHAUST
GND NORMAL ANTI−ICE ENG
20 SEC
AIR OVERHEAD
DOORS AIR COND

CREW CALL ALTERNATE
HORN (NWW) RIGHT MASTER CAUTION
OFF OFF AND ANNUNCATOR LIGHTS
PSEU
EXHAUST NORMAL ALTERNATE

LOW FLOW SUPPLY FAN SUPPLY FAN
SENSOR
P5 PANEL
Technical Training
05|B736|Equip Cooling|L3
NORMAL ALTERNATE
EXHAUST EXHAUST
FAN FAN
SUPPLY
Lufthansa
LOW FLOW P6 PANEL

SENSOR
TO FWD
CARGO
COMP
CHECK VALVES ADIRU (E5) HEATING
AIR FILTER
CHECK
VALVES
AMBIENT
OVERBOARD
EQUIPMENT COOLING
EXHAUST
P8 CENTER AISLE VALVE
AIR CONDITIONING
STAND
P9 FMC CONTROL
DISPLAY UNITS
EQUIPMENT RACKS
P1, P2, P3
DISPLAY UNITS
FLIGHT COMPARTMENT E & E COMPARTMENT
FRA US/T-2 GiM Sep 20, 2012 Figure 3 Equipment Cooling System Schematic Page 7
AUTOFLIGHT B737−600/700/800/900
YAW DAMPER SYSTEM
22−23
Reference to Figure 4 Y/D System Description and Location

22−23 YAW DAMPER SYSTEM
GENERAL
Electrohydraulic Servo Valve (Main Rudder
The yaw damper system keeps the airplane stable
PCU)
around the yaw axis. When in flight, the yaw damper
commands rudder movement in proportion to, and Receives signals from SMYD 1 to deflect Main Rudder
opposite to, the yawing moment. This keeps dutch roll Actuator for yaw damping.
to a minimum and makes the flight smoother.
LVDT (Main Rudder Pcu).
Yaw Damper Engage Switch The LVDT on the main rudder PCU sends rudder
You engage the yaw damper system with a switch on position feedback to SMYD 1 and to the yaw damper
the flight control panel. When you engage the yaw indicator to show rudder movement.
damper, the B Hydraulic system should be ON. This is
not a precondition for holding the Yaw Damper switch ADIRU
in the ON position.
The air data inertial reference units send airspeed and
inertial reference data to the SMYD‘s
Yaw Damper Disengage Light
The disengage warning light is above the switch. The
light shows if the yaw damper is not engaged while
power is on the airplane.
Stall Management Yaw Dampers (SMYD 1+2)

The SMYD 1 controls the primary yaw damping
function and the stall management function. For
primary yaw damping, SMYD 2 monitors the yaw
damping calculations of SMYD 1. These calculations
must agree before SMYD 1 commands rudder
movement. If the calculations of the two SMYDs do
not agree, primary yaw damping disengages. SMYD 1
receives data from both ADIRUs and sends
commands to the main rudder PCU. It is enabled for
primary yaw damping operation when the FLT
CONTROL B switch on the flight control panel is ON.
The trailing edge flaps up limit switch sends flap
position data to SMYD 1. The SMYD uses this during
yaw damping to limit rudder movement when flaps are
up.
Yaw Damper Indicator

The yaw damper indicator, on the P2 panel, shows
rudder movement due to the yaw damper. The yaw
damper moves the rudder a maximum of 2 degrees
with flaps up, and 2 1/2 degrees with flaps down, in
each direction to reduce dutch roll.
Main Rudder PCU

The main rudder PCU (Power Control Unit) is a

hydraulic component that moves the rudder. It
receives commands from the SMYD 1 to decrease
unwanted yaw motion.
Solenoid Valve (Main Rudder PCU)

Discrete signal from smyd 1 to engage yaw damping
to main rudder PCU.
Page 8 Lufthansa FRA US/O-2 FrM Sep 20, 2012

Technical Training
22−23
B737−600/700/800/900
SMYD 1 + 2
ELECTRONIC COMPARTMENT
STATIC
SENSITIVE
”BITE INSTRUCTIONS”
ON/OFF: START OR STOP BITE
FMC
MENU : TO DISPLAY MENU
LEFT AOA SENSOR
YES/NO: IN RESPONSE TO TE FLAPS UP LIMIT SWITCHES
Technical Training
QUESTION (?)
SMYD 2
01|B736|SMYD Location|L2
OR :TO SCROLL THROUGH
MENU OR RESULTS
ADIRU 1 (2) YAW DAMPER

Lufthansa
FLT CONTROL STANDBY

HYD
A B
+

STBY STBY

RUD RUD
YAW DAMPER

INDICATOR
OFF OFF HYDRAULIC
ON
A ON B ON

MENU SYSTEM B
OFF
ALTERNATE FLAPS
OFF
UP YES NO

OFF
SPOILER HYDRAULIC
A B ARM
DOWN SYSTEM A
STALL MANAGEMENT
OFF OFF YAW DAMPER

P/N 65−52822−XX RUDDER
ON ON S/N XXXXXXXXXXXX
YAW DAMPER SYSTEM

XXXXXXXXXXX
MOD
YAW DAMPER XXXXXXXXXXXX

AUTOFLIGHT
OFF MAIN RUDDER PCU

(VERTICAL STABILIZER)
ON
FLIGHT CONTROL PANEL SMYD

FRA US/O-2 FrM Sep 20, 2012 Figure 4 Y/D System Description and Location Page 9
AUTOFLIGHT B737−600/700/800/900
AUTOPILOT
22−10
Reference to Figure 5 DFCS-Autopilot
ATA 22 AUTOFLIGHT
22−10 DFCS-AUTOPILOT FMC
GENERAL The FMC gives vertical and horizontal navigation and
The SP300 DFCS is the standard autopilot system for guidance informations and commands to the FCCs to
the B737−600/700/800/900 airplanes. The DFCS has steer the aircraft and is the BITE interface for the
two identical FCCs, a common MCP and actuators for FCCs.
input to the Flight Control System.
ASAs
FCCs The purpose of the autoflight status annunciators is to
Each FCC provides A/P including automatic Stabilizer show, Autopilot warning, Autopilot disconnect, A/T
Trim, F/D, Mach Trim, Speed Trim and Altitude Alert. (Autothrottle) disengage and BITE test.
The FCC provides CAT III−A landing capability
(minimum view is 50 feet vertical and 200 m PCUs
horizontal). Prior to touch down, the pilots have to The ailerons and elevators are powered by two
align the airplane to the runway manually. They do this independent hydraulic power control units connected
by pressing the rudder pedals. to hydraulic system A+B. Either power unit is capable
of providing full power control response to aileron and
MCP elevator control system inputs.
When the flight crew selects mode commands and
flight path variables on the MCP, the data goes to the CDU
FCCs on a digital data bus. The MCP also sends BITE The CDU is the Interface to read out faults of the
data to each FCC. FCCs and to start the BITE Function via the FMC.
Actuators Nav Receivers

The A/P aileron actuators send the aileron actuator The FCCs receive digital data from MMR receivers 1
position data to the onside FCC. This position data and 2. The MMR receivers send ILS localizer and
comes from the LVDT (Linear Variable Differential glideslope deviation data to the FCCs.
Transformer). The FCC A sends a signal to A/P
aileron actuator A to engage the detent solenoid valve. FCC A receives digital data from the VOR/MB 1
It also sends the roll command signals to this actuator. receiver. FCC B receives digital data from the VOR 2
The FCC B sends a signal to A/P aileron actuator B to receiver. The VOR receivers send VOR bearing data
engage the detent piston. It also sends the roll to the FCCs. FCC A receives digital data from the
command signals to this actuator. DME 1 interrogator. FCC B receives digital data from
Each FCC sends its onside aileron position data to the the DME 2 interrogator. The DME interrogators send
other FCC. The A/P elevator actuators send the DME distance data to the FCCs.
elevator actuator position data to its onside FCC.
Force Transducer Pitch/Roll
Positions Sensors The purpose of the CWS (Control Wheel Steering)
The aileron position sensor measures the position of force transducer is to supply electrical signals which
the ailerons. It sends a signal in proportion to this vary in proportion to the force on the transducer to the
position to the FCCs. One spoiler position sensor FCCs.
measures the position of spoiler #4. Another spoiler
sensor measures the position of spoiler #9. The A/P Disengage Switches and TO/GA
sensors send position signals to the FCCs. The When you push the A/P disengage switch once, the
stabilizer position sensors measure the position of the switch stops 28V DC power. This signal disengages
stabilizer. Stabilizer position sensor A sends a position the active autopilot. When you push either TO/GA
signal to FCC A and to the FDAU Stabilizer position switch, a ground goes to SMYDs 1 and 2,
sensor B sends a position signal to FCC B. A/T computer and FCC A and B.
DEU/Display Units
The indication on the PFDs are the FMA( Flight Mode
Annunciator) of the A/P and A/T functions.

Technical Training
22−10
B737−600/700/800/900
HYD HYD
SYS A SYS B
FMC
PCU
Technical Training
CDU
02|B736|DFCS|L3
VOR RCVR PCU
Lufthansa
MMR DME
DISTANCE
DEU
PCU PCU
AUTOFLIGHT
AUTOPILOT
DISPLAY UNIT
FRA US/T-2 ScV Sep 20, 2012 Figure 5 DFCS-Autopilot Page 11
AUTOFLIGHT B737−600/700/800/900
AUTOTHROTTLE
22−31
Reference to Figure 6 Autothrottle-Schematic
22−31 AUTOTHROTTLE
GENERAL S N1 command indicated
The A/T (Autothrottle) system is part of the FMS S TRA for max forward idle
(Flight Management System). S Estimated corrected thrust
It controls engine thrust in response to mode requests
S TRA for actual N1
from MCP (Mode Control Panel) and Flight deck
switches.It operates from takeoff to touchdown. The S TRA for N1 max
pilot uses the DFCS (Digital Flight Control System) S TRA for N1 target
and the A/T system to automatically fly the airplane. S TRA for 5 degree/sec response.
The operator interface to the A/T-system is through
the MCP. Several systems and their components send
ADIRU
and receive autothrottle information. The A/T mode
information shows on the CDS Displays. The left ADIRU and the right ADIRU send this data to
the A/T compute:
DFCS MCP S Altitude (baro and corrected)
The MCP sends this data to the A/T computer, Target S Mach- Airspeed
mach and airspeed, Selected altitude, Flight path S Air temperature
angle rate, Left and right spoiler angle and DFCS S VMO/MMO
modes.
S Altitude rate air pressure
S Angle-of-attack-Attitude (roll and pitch),
SMYD
Acceleration
The SMYD sends this data to the A/T computer: S Ground speed
S Flap angle S Inertial vertical speed and Attitude rate (pitch).
S Minimum operating speed
S Flap up logic A/T Computer
S Main gear down logic The autothrottle computer is a digital computer. It
S Air/ground discrete. takes inputs from many systems to calculate the
thrustlever commands through the ASMs. The CPU
FMC monitors and decides if the control law data is
satisfactory and engages/disengages the A/T System.
The FMCs send this data through the FMCS transfer While engaged, the CPU sends a signal to hold the
relays to the A/T Computer A/T ARM switch in the ARM position.The CPU sends a
S Gross weight signal to the ASAs. The CPU continuously monitors
S FMC altitude system operation.
S Selected altitude
A/T Servomotors
S N1 targets
S Minimum speed The ASMs receive commands from the A/T computer.
The ASMs use these commands to individually move
S BITE test information
the thrust levers forward or aft through two separate
S FMC modes gear box assemblies. Each thrust lever has its own
S GMT/Date. servo motor and gear box. The ASM connects an
output shaft to a gearbox and sends rate feedback to
RA the A/T.
The RA R/Ts (Receiver/Transmitters) send radio

ASA
altitude to the A/T computer. The A/T uses this input
during approach. Indicates if A/T is disengaging, in Bite function or failed

during Power Up test.
EEC (Electronic Engine Control)
MCDU
The TRs (Thrust Lever Resolvers) send the TRA
(Thrust Lever Resolver Angle) to the EECs (Electronic Bite Test Interface for the A/T System.
Engine Controls). The EECs use these inputs to
produce an N1 command. The EECs sends this data DEU/CDS
to the A/T computer:
Indication for N1 Targets and TMA (Thrust Mode
S TRA
Annunciator).
Page 12 Lufthansa FRA US/O-2 ScV Sep 20, 2012
Technical Training
MODE CONTROL PANEL
22−31
B737−600/700/800/900
ADIRU (2)
BITE MONITOR TEST DISPLAY

ALTITUDE I
MAIN PROCESSOR RADIO
ALT
N P
ALTITUDE
CALCULATION
P R
A/D D/A
U O
T C
E
S S COMPUTER
Technical Training
INPUT
RECEIVER
OUTPUT
MIN. SPEED I S THRUST LEVER
G COMMANDS
I
TRANSMITTER
N
TRANSCEIVER
03|B736|AT|L3
RA 1 A G
Lufthansa
SMYD 1
RA 2
SMYD 2
FCC B
N1,MODES,WT,BITE THRUST LEVER
ANGLE
RESOLVERS (2)
MODES
FCC A
N1 TARGETS
HMU FUEL
BITE NOZZLES
AUTOTHROTTLE
AUTOFLIGHT
FUEL
SUPPLY
FMC (S)
CDU (2)
FRA US/O-2 ScV Sep 20, 2012 Figure 6 Autothrottle-Schematic Page 13
COMMUNICATION B737−600/700/800/900
AUDIO MANAGEMENT
23−51
Reference to Figure 7 Audio Management System Overview
ATA 23 COMMUNICATION
23−51 AUDIO MANAGEMENT
GENERAL
Passenger Address System
The flight crew uses the flight interphone system to
speak with each other and the ground crew. Lets the flight crew make announcements to
Flight and maintenance crews use the flight interphone passengers.
system to get access to the communication systems.
You can also use the flight interphone system to Service Interphone System
monitor the navigation Receivers.
Lets the flight crew speak with attendants and service
personnel.
The ACP‘s
The ACP (Audio Control Panel) control the audio Voice Recorder
signals to and from the flight crew.
Records the flight crew microphone and received
The flight crew uses the audio control panels for these
audio.
functions:
S Listen to the communication and navigation
Ground Proximity Warning Computer
receivers
S Adjust the volume of the received audio Provides Warnings for:
S Select a transmitter and microphone S Terrain
S Key the microphone. S RAAS
S TCF
THE REU S WNDSHR
also controls the communication with the service S OBSTACLES
interphone and related electronics equipment. During a
system failure, emergency operation bypasses all TCAS (Traffic Alert And Collision Avoidance
active system circuitry and maintains airplane to System)
ground station communication. The REU (Remote
Provides Traffic Cautions and Warnings.
Electronic Unit) sends audio signals to the headsets
and to the flight interphone speakers.
FCC (Flight Control Computer)
Flight Crew Interfaces Gives discrete signals to the REU.
This signal activates an altitude alert tone generator.
The flight crew uses microphone (mic) switches on
these components to send audio to the REU:
WXR (Weather Radar)
S Control wheel
S ACP Lets the flight crew monitor WXR windshear warnings.
S Hand microphone
S Oxygen mask Selcal
S Headset Signals Flightcrew a selective call from
S Hand mic. a ground station.
Communications Radios Flight Interphone Jack
The REU sends PTT (Push−To−Talk) and microphone There is a flight interphone jack on the P19 external
audio to the transceivers and receives audio back from power panel.
them.
Navigation Receivers
The REU receives voice and Morse code identification
tones.

Technical Training
23−51
B737−600/700/800/900
HEAD SET HAND MICROPHONE OXYGEN MASK AUDIO CONTROL PANEL
(FIRST OBSERVER) (FIRST OBSERVER) (FIRST OBSERVER) (ACP)-FIRST OBSERVER
STEERING WHEEL BOOMSET HEAD SET HAND MICROPHONE OXYGEN MASK

(F/O) (F/O) (F/O) (F/O) AUDIO CONTROL PANEL
(ACP)-F/O
STEERING WHEEL BOOMSET HEAD SET HAND MICROPHONE OXYGEN MASK
(CAPT) (CAPT) (CAPT) (CAPT)
AUDIO CONTROL PANEL

(ACP)-CAPT
Technical Training
01|B736|AMS|L2
Lufthansa
REMOTE ELECTRONICS UNIT

(REU)
SELCAL
AURALWARNING
MODUL FCC 2 WX RADAR TCAS GPWS
1
ACP ACP
COM SYSTEMS
VHF 1,2,3
HF 1,2
RAD NAV SYSTEMS
AUDIO MANAGEMENT
(ILS,VOR/MKR,DME,ADF)
PAX ANN.
COMMUNICATION
SERVICE INTERPHONE SYS

CVR SELCAL CONTROL PANEL ( Customer option )
LOUDSPEAKER EXTERNAL POWER PANEL LOUDSPEAKER
CAPT F/O
FRA US/T-2 ScV Sep 20, 2012 Figure 7 Audio Management System Overview Page 15
INTERPHONE/AUDIO INTEGRATING
23−41/51
Reference to Figure 8 Service and Flight Interphone System

23−41/51 FLIGHT/SERVICE INTERPHONE
REU
The REU (Remote Electronics Unit) controls the system through the service interphone switch. You
communication between these: must turn on the service interphone switch. When the
S Three flight deck stations service interphone switch is ON, they can speak to
each other, the flight crew and the attendants. The
S Service interphone
service interphone circuits have an audio mixer. The
S Flight interphone. audio mixer combines the microphone audio from the
The REU contains three identical station cards for flight crew station cards, the attendant stations, and
these crew members and an AAU (Audio Accessory the service interphone jacks. The service interphone
Unit) card. The card contains circuitry for flight and circuits increase the level of the audio signal as soon
service interphone, alert tone generation and various as an engine run signal from the running relays is
audio accessory functions. provided.
The station cards get control inputs from the ACPs
(Audio Control Panels) and microphone PTT Voice Recorder
(Push−To−Talk) switches.
The receiver circuits receive audio inputs from the Records the flight crew microphone and received
communication and navigation systems, passenger audio.
address amplifier, service interphone and flight
interphone. The audio goes to summing Flight/Service Interphone Jack
amplifiers. The summing amplifiers send the audio to
There is a flight interphone jack on the P19 external
the speaker mute/volume logic circuits, CVR amplifier
power panel.
and headphone amplifier.
The transmitter circuits route the microphone audio
and/or PTT to the selected communication system.
The ”hot mike−function” of the boom/oxygen mike is
established to provide voice recorder records.
Audio Control Panel

You use the ALT−NORM switch to select either normal
or emergency operation of the flight interphone
system. Each station operates independently. When
you select ALT, the flight interphone system operates
in the emergency mode. The only ACP controls that
operate are the BOOM−MASK switch and the R/T
position of the PTT switch. If the REU loses power the
ACP loses power too, the ALT function automatically
takes places.
Service Interphone
The service interphone system is for the:
S Flight crew
S Attendants
S Ground crew.
The flight crew selects the service interphone function
from the ACP (Audio Control Panel). Flight interphone

microphones send audio to the Remote Electronics
Unit AAU Card. The AAU circuit card in the REU
contains service interphone circuits.
Flight interphone headsets and speakers get audio
from the REU. The handset jack connects to the
system without ACP control. The attendants operate a
handset to connect into the system. An attendant
panel connects the handset to the REU.
The ground crew microphones are connected into the

Technical Training
FLIGHT
23−41/51
B737−600/700/800/900
INTERPHONE
SPEAKER
HEADSETS
Technical Training
02|B736|Interphone Sys|L3
Lufthansa
OXYGEN MASKS
HEADSETS VOICE RECORDER

HEADSETS
INTERPHONE/AUDIO INTEGRATING
EXTERNAL POWER PANEL

COMMUNICATION
REMOTE ELECTRONICS UNIT

ATTENDANT PANELS
ATTENDANT
HANDSETS
FRA US/T-2 ScV Sep 20, 2012 Figure 8 Service and Flight Interphone System Page 17
INTERPHONE
23−40
Reference to Figure 9 Cabin Interphone System/Flight and Ground Crew Call System
23−40 INTERPHONE SYSTEM
GENERAL S magenta for cockpit call
The flight/ ground crew call system tells the: S green for attendant call
S amber for Lavatory call
S flight compartment personnel that there is a call S blue for Pax call
from the cabin attendants or ground.
S attendants there is a call from the flight PA Amplifier
compartment or another attendant panel Aural indication high/low chime for calls from Flight
S ground Crew that there is a call from the Flight Compartment to the attendants.
Compartment.
Passenger Signs Panel
The flight/ground crew call system lets the flight crew,
attendants and ground crew call each other. Attendant/Ground crew call pushbuttons:
The passenger signs panel has an attendant call
These are the calls that can be made: switch that sends a call signal to the handset logic
S Flight compartment to attendant/ground stations control card in the forward attendant panel.
S Attendant station to flight compartment
S Attendant station to attendant station Aural Warning Modul
S Ground to Flight Compartment. High chime indication for attendant call and ground
crew call.
Handset
The attendants use handsets to speak with each External Power Panel P19
other, flight deck and also use them to make Flight Compartment call Switch.
announcements on the PA. Lift the handset off the
hook. This connects the handset microphone and Ground Crew Call Horn
speaker to the service interphone system.
S Push 2 to call the pilot Indicates Ground Crew a Flight Deck Call
S Push 5 to call the other attendant station
S Push 8 to call PA
S Push−to−talk button to make PA announcements
S Push 2 three times to alert the pilot
S Push the reset button to cancel the call
Attendant Panel Handset Logic Control Card

Call logic for call indication and reset logic
The handset logic control card turns on the attendant
call lights at the two attendant stations, and sends a
discrete signal to the passenger address amplifier to
make a high/low chime.
For calls to the flight compartment, the handset logic
control card turns on the call light in the passenger
signs panel and sends a discrete signal to the aural
warning module.
For calls to the other attendant station, the handset
logic control card turns on the attendant call light at
that station and sends a discrete signal to the

passenger address amplifier to make a high/low
chime.
When you lift the handset from the cradle at the other
attendant station, the call light turns off.
Attendant Call Lights

The attendant call lights are on the forward and aft exit
locator signs. They give visual indication:

Technical Training
23−40
B737−600/700/800/900
AFT FWD EXIT LOCATOR SIGN
FWD EXIT LOCATOR SIGN
CHIME
ENABLE
03|B736|Cabin/Ground Call Sys|L3

FWD ATTENDANT HANDSET
Technical Training
FWD ATTENDANT PANEL
AFT ATTENDANT HANDSET AFT ATTENDANT PANEL

HI
FLIGHT CHIME
Lufthansa
CREW
CALL
ATTENDANT
CALL
AURAL PASSENGER
WARNING COMPARTMENT
MODULE SPEAKER
HIGH
CHIME
PASSENGER PA AMPLIFIER
SIGNS PANEL
FLIGHT
CREW
CALL GROUND
CREW
CALL
COMMUNICATION
ADIRU OR
COOLING
INTERPHONE
EXTERNAL POWER PANEL WARNING

IFSAU
GROUND CREW
CALL HORN
(NOSE WHEEL WELL)
FRA US/T-2 ScV Sep 20, 2012 Figure 9 Cabin Interphone System/Flight and Ground Crew Call System Page 19
PASSENGER ADDRESS
23−71
Reference to Figure 10 Passenger Address Interface

23−71 PASSENGER ADDRESS
GENERAL
PRAM
The PA (Passenger Address) system supplies these
to the passenger cabin: The PRAM (Pre−Recorded Announcement) and
boarding music reproducer provides boarding music
S Passenger address announcements
and pre−recorded announcements on the PA system.
S Pre−recorded announcements
S Boarding music OXY IND Relay
S Chimes.
The oxygen indicator relay supplies a discrete to the
passenger entertainment video system control unit if
PA Amplifier there is a decompression. This makes the PRAM
The PA amplifier gets 28v dc from the 28v dc battery pre−recorded emergency message operate and the
bus. The PA amplifier puts a priority on the audio Video signal to turn off.
inputs from these places:
Flight Deck, Attendants and Pre−recorded Flight Interphone System
announcement and boarding music reproducer
(PRAM). First Priority output for the PA Amp. from the flight
deck.
It amplifies the audio input that has the highest priority
and sends the signal to these places:
FWD ATT. Panel
S Passenger cabin speakers
S Attendant speakers Second priority for PA Announcements.
S Passenger entertainment system
Lav and Pass Service Units
S REU and supplies chimes with other PA audio.
The PA system speakers supply audio to these
REU places:
S Passenger cabin
The amplified audio to the REU goes through muting
circuits for the forward and aft attendant speakers. S Lavatories
When an attendant makes an announcement, the S Attendant stations
muting circuits stop the audio for that attendants Each PSU (Passenger Service Unit) has a 6.5 inch
speaker. The PA amplifier supplies the side - tone to speaker. There is a 5 inch speaker in each lavatory
the REU. The REU supplies the side tone to the flight and at the attendant stations.
crew headsets.
The PA amplifier supplies audio to these components
and system.
Muting Relays
When an attendant makes an announcement, the
muting circuits stop the audio for that attendants
speaker.
Gain Control
The PA amplifier receives gain signals from the REU
which receives inputs from the engine running relays.
When you leave the engine−start lever for more than
5 minutes in position IDLE, the EEC provides an

”engine running” output. The level of
pa−announcements increases by 6 decibels.
Engine Run Relays

When the engines operate, the PA amplifier gain
increases to compensate for the increase in the
ambient noise level.

Technical Training
23−71
B737−600/700/800/900
28V DC
BAT BUS PA MIC
POWER CONNECTOR
PA AMP BAT
P6 CIRCUIT BREAKER PANEL
MIC AUDIO
INPUT 1
PTT 1
PTT 1
FLIGHT INTERPHONE SYSTEM
PTT 2
MIC AUDIO INPUT 2

SIDE TONE FLIGHT CREW
PTT 2
ATTENDANT CALL HIGH/LOW CHIME AUDIO MUTING ATTENDANT

OUT RELAYS SPEAKERS
PILOT/ATT CALL
FWD ATTENDANT PANEL GAIN GAIN

CONTROL
Technical Training
04|B736|PA Interface|L3
ATTENDANT CALL REU
Lufthansa
MIC AUDIO
PTT 2 -1 0db +1
AFT ATTENDANT PANEL NORM

TEST CAL
115V AC
XFR–BUS-2 PTT ENGINE 1 ENGINE 2
INPUT 4
BOARDING MUSIC RUNNING RUNNING
TAPE RPDR RELAY (J22) RELAY (J24)
ANNOUNCEMENTS
PTT
PRAM
DECOMPRESSION
PASSENGER SERVICE UNITS
AND LAVATORY SPEAKER
OXY IND RELAY
PASSENGER ADDRESS
(J23)
COMMUNICATION
CONTR0L
HIGH CHIME SMOKE DETECTOR
ATTENDANT CALL
PTT
PTT INPUT 3
ANNOUNCEMENTS
LAVATORIES AND
PASS ENT SYSTEM PASSENGER SERVICE UNITS
PASSENGER ADRESS AMPLIFIER
FRA US/O-2 FrM Sep 20, 2012 Figure 10 Passenger Address Interface Page 21
VHF COMMUNICATION
23−21
Reference to Figure 11 VHF-700/900 Collins System Architecture
23−21 VERY HIGH FREQUENCY SYSTEM

GENERAL help the operator with maintenance procedures. The
The VHF (Very High Frequency) communication transceiver front panel has a flash memory access.
system supplies voice and data communication over
line−of−sight distances. It gives communication Antennas
between airplanes or between ground stations and
The VHF antenna receives and transmits RF signals in
airplanes. The VHF system operates in the
the VHF frequency range.
aeronautical frequency range of 118.000 MHz to
The antennas are attached with 10 screws. An o−ring
136.975 MHz.
seals the coaxial connector.
RCPs
Crosstalk Busses
The radio communication panels are on the P8 aft
When you select an off−side radio, the tuning signals
electronics panel.
go through the crosstalk busses to the offside radio
The radio communication panel supplies these to the
communication device and tunes this receiver.
VHF transceiver:
S ON/OFF control
Port Select
S tuning data
Port select means input select. With the Port Select
S port select discrete.
discrete available, the input selector contacts to input
Each radio communication panel can tune only one A. When the discrete is not available, the input reverts
transceiver at a time. When you select an off−side to input B. Port select is controlled by the off switches
radio, two off−side tuning lights come on. One light is on the RCPs.
on the radio communication panel that you use to
make the selection. This is the off−side radio.
The other light is on radio communication panel of the
radio you select. This is the on−side radio. Set the
frequency in the standby frequency indicator. With
RCPs you can tune each Communication transceiver
on the Aircraft.
VHF Transceivers
The VHF antenna receives RF signals and sends them
to the VHF communication transceiver through the
coaxial cable.
The transceiver sends the RF signal through the
receive circuits and then sends the audio to the flight
interphone system. The VHF transceiver receives
audio from the REU (Remote Electronics Unit). The
transceiver sends the signals through the transmit
circuits and then to the antenna for transmission.
During transmission, the microprocessor receives a
PTT (Push-To−Talk) signal from the REU.
ACARS
The ACARS MU receives the ground−to−air digital
messages (uplink) and controls the transmission of the
air−to−ground digital messages (downlink). VHF
transceiver No. 3 is used to transmit and to receive
data from/to the ground.

The ACARS MU sends these discrete signals to the
VHF 3 transceiver:
S Port select discrete to set the tuning data source
S Data key to give a PTT signal
S Voice/Data to set transceiver voice or data mode
Push one of the two maintenance switches to start the
BITE tests. Each screen display gives information to

Technical Training
COLLINS
23−21
B737−600/700/800/900
VHF-1
28V DC SQL/LAMP
STANDBY BUS TEST
OFF
REF FWD
P18−2 CIRCUIT BREAKER
PANEL PORT A CONTROL
LRU
INPUT
PASS
FAIL
( optional )
PORT SELECT PHONE MIC
ACTIVE STANDBY TUNE PORT B TEST TO

VHF- 700B
FDAU
CROSSTALK 1
P
N OFF TEST
L
VHF 1 VHF 2 VHF 3
VHF
CROSSTALK 2
HF 1 AM HF 2
HF SENS VHF 2
ANTENNA
RADIO COMMUNICATION PANEL 1
VHF 1 TRANSCEIVER
COLLINS
VHF-3
28V DC
ELECTRONICS BUS 1 LRU
CONTROL
Technical Training
PANEL VHF 1 VHF 3 ANTENNA
05|736|VHF Sys Arch|L3

ANTENNA ANTENNA
TUNE PORT B PHONE

Lufthansa
ACTIVE STANDBY
TEST
CROSSTALK 1
PORT A MIC
P
N OFF TEST
MK II CMU TO
L
VHF 1 VHF 2 VHF 3
VHF
DATA VHF− 900
FDAU
CROSSTALK 2 PORT SELECT
HF 1 AM HF 2
MU PASS
HF SENS
HW FAIL
RADIO COMMUNICATION PANEL 3 LOAD SW
XFER
BUSY
XFER
COMP
XFER
VHF-2
FAIL
ARM
VHF 3 TRANSCEIVER
FAIL
28V DC COLLINS
LIFT
ELECTRONICS BUS 2
SLIDE
PANEL SQL/LAMP
TEST
OFF
REF FWD
CROSSTALK 1
CONTROL
LRU TO
ACTIVE STANDBY INPUT
FAIL
PASS
FDAU
CROSSTALK 2 ACARS MANAGEMENT UNIT
VHF COMMUNICATION
PHONE MIC
P
N OFF
L
TEST
PORT SELECT TEST
COMMUNICATION
VHF 1 VHF 2 VHF 3

VHF
TUNE PORT A VHF- 700B
HF 1 AM HF 2
HF SENS
RADIO COMMUNICATION PANEL 2 PORT B
VHF 2 TRANSCEIVER
FRA US/O-2 FrM Sep 21, 2012 Figure 11 VHF-700/900 Collins System Architecture Page 23
COMMUNICATIONS B737−600/700/800/900
RADIO MANAGEMENT
23−13
Reference to Figure 12 Radio Management System Overview

23−13 RADIO MANAGEMENT
GENERAL
High Frequency Communication
Any radio communication panel can control any
communication transceiver. The HF (High Frequency) communication system
At power up, supplies voice communication over long distances. It
RCP 1 controls VHF 1, gives communication between airplanes or between
RCP 2 controls VHF 2, and ground stations and airplanes.
RCP 3 controls VHF 3. The HF system operates in the aeronautical frequency
Push the radio tuning switch to select the transceiver range of 2 MHz to 26.999 MHz.
for that radio communication panel. Each radio The system uses the earth’s surface and an ionized
communication panel can tune only one transceiver at layer to cause a reflection (skip) of the communication
a time. When you select an off−side radio, two off−side signal. The distance between skips changes due to the
tuning lights come on. time of day, radio frequency, and airplane altitude.
The SSB − single side band selection uses the USB −
upper side band.
Audio Control Panel
The REU receives Radio selection of the ACARS
ACP ( HF,VHF)
The ACARS (Aircraft Communications Addressing and
Reporting System) is a datalink communication
Radio Communication Panel
system. It lets you transmit messages and data
The RCP (Radio Communication Panel provides these between an airplane and an airline ground base.
functions: A message from the airplane to the airline ground
S VHF and HF radio selection base is called a downlink.
A message from the airline ground base to the
S Active/standby frequency selection
airplane is called an uplink.
S HF sensitivity control To reduce crew workload, ACARS sends reports when
S Mode selection to the HF transceiver necessary and at scheduled times of the flight.
S Off switch. These are typical ACARS reports:
S Controls and Indicators. S Crew identification
The radio communication panel continuously does a S Out, Off, On, In (000I) times
self−test. The frequency indicators show PANEL FAIL S Engine performance
when there is an internal failure of the radio S Flight status
communication panel. The radio communication panel
S Maintenance items.
continuously monitors the condition of the transceiver.
If the transceiver had failed, the two frequency The ACARS (Aircraft Communication And Reporting
indicators show FAIL. The VHF communication test System) uses the VHF 3 transceiver to transmit data.
switch starts a confidence check of the VHF/HF
transceiver (it bypasses the squelch circuit: you hear
the background−noise of the received signal).
Very High Frequency

The VHF (Very High Frequency) communication
system supplies voice and data communication over
line−of−sight distances. It gives communication
between airplanes or between ground stations and
airplanes. The VHF system operates in the
aeronautical frequency range of 118.000 MHz to
136.975 MHz.

Technical Training
23−13
B737−600/700/800/900
VHF 1
RCP 1 (HF 1)
TRANSCEIVER
VHF 3
TRANSCEIVER
Technical Training
06|B736|RMS|L2
5
Lufthansa
ACARS/
ACTIVE STANDBY
RCP 3
P
N OFF TEST
L
VHF 3 VHF
VHF 1 VHF 2
VHF 2
HF 1 AM HF 2
HF SENS RCP 1 (HF 2)

RCP 2
RCP 2
TRANSCEIVER
RCP 3
RADIO MANAGEMENT
COMMUNICATIONS
FRA US/T-2 ScV Sep 20, 2012 Figure 12 Radio Management System Overview Page 25
HF-SYSTEM
23−11
Reference to Figure 13 HF-Dual System

23−11 HF SYSTEM
GENERAL
6 HF Antenna Coupler
The HF (High Frequency) communication system
supplies voice communication over long distances. It The HF antenna coupler matches the transceiver 50
gives communication between airplanes or between ohm impedance output to the antenna impedance at
ground stations and airplanes. the set frequency. This decreases the VSWR (Voltage
The HF system operates in the aeronautical frequency Standing Wave Ratio) to less than 1.3:1. The coupler
range of 2 MHz to 26.999 MHz. uses 115v ac to operate. It does not need special
The system uses the earth’s surface and an ionized cooling.
layer to cause a reflection (skip) of the communication The coupler tunes in the aeronautical frequency range
signal. The distance between skips changes due to the of 2 to 26.999 MHz.
time of day, radio frequency, and airplane altitude. The Tuning occurs in 2 to 4 seconds, 7 seconds maximum.
HF communication system interfaces with these
components: HF Antenna
S ACP (Audio Control Panel) The HF antenna is on the leading edge of the vertical
S REU (Remote Electronics Unit) stabilizer. The antenna couplers are inside the vertical
S Flight data acquisition unit stabilizer. The HF antenna is a notch type antenna. It
is a U−shaped fiberglass material. The antenna is
RCP sealed within the leading edge of the vertical stabilizer.
The antenna receives the feed line from the antenna
Select any HF System and enter the frequency. coupler.
The HF control panel supplies these to the HF
transceiver: SELCAL
S ON/OFF control The SELCAL decoder monitors the audio for SELCAL,
S Tuning data calls that come from the airline ground operations.
S Port select discrete
S Squelch control FDAU
The HF transceiver supplies a key event to the flight
ACP data acquisition unit for key event marking.
Selects the HF System connected to the REU.
REU
The REU receives HF radio selection and volume
control from the ACP and provides Mike selection.
PSEU
Sends a Test inhibit discrete to the HF Transceiver
when the aircraft is in Air.
HF Transceiver
The HF transceiver receives microphone (mic) audio
from the REU. Receiver audio goes from the HF
transceiver, through the REU, to the flight interphone
speakers and headsets. The HF transceiver supplies
the received audio to the SELCAL decoder. When the

output is less than 40 watts, there is no side tone.
When the output drops below 30 watts, an LRU fault
occurs

Technical Training
B737−600/700/800/900 RF
23−11
115V AC 3 PHASE
115V AC
PORT SELECT
PORT A 28V DC
TUNING DATA
TUNE
PORT B
CROSSTALK 1 RF FAULT
COUPLER
CROSSTALK 2 FAULT HF
ANTENNA
RADIO COMMUNICATION KEY RF
PANEL 1 AUDIO INTERLOCK
RECHANNEL COUPLER
PULSE INHIBIT
AUDIO
TUNING DATA KEY
EVENT
HF 1 TRANSCEIVER HF 1 ANTENNA
CROSSTALK 1
COUPLER
CROSSTALK 2
RADIO COMMUNICATION RF COUPLER

PANEL 3 INHIBIT
115V AC
Technical Training
07|736|HF DUAL SYS|L3

28V DC
RECHANNEL
CROSSTALK 1 PULSE
TUNE
Lufthansa
RF
CROSSTALK 2 RF FAULT
AUDIO
COUPLER
TUNING DATA PORT A
FAULT
PORT SELECT PORT B KEY

INTERLOCK
RADIO COMMUNICATION
PANEL 2 AUDIO
KEY
EVENT
HF 2 TRANSCEIVER HF 2 ANTENNA
FLIGHT HF
INTERPHONE
COUPLER ANTENNA
SPEAKERS HF 1 PTT
HF 1 Mike
HEADPHONES
115V AC
BOOM MASK 3 PHASE
MICROPHONES HF 2 PTT
HF 2 Mike
SELCAL DECODER
COMMUNICATION
CONTROL
HF-SYSTEM
SIGNALS
REU AIR/GROUND
DISCRETE
AUDIO CONTROL
PANEL PSEU FDAU
FRA US/O-2 FrM Sep 21, 2012 Figure 13 HF-Dual System Page 27
DATA TRANSMISSION & AUTO. CALLING
23−27
Reference to Figure 14 ACARS System

23−27 DATA TRANSMISSION&AUTO. CALLING
GENERAL data to and from the VHF transceiver. The MU
The ACARS is a voice and data communication processes only uplink messages that come with the
system to manage flight plan data and maintenance airplane’s registration code. This same code also goes
data between the airplane and the airline and vice on all downlink messages to identify the airplane.
versa.
The ACARS MU receives the ground−to−air digital REU
messages (uplink) and controls the transmission of the
Remote electronics unit to distribute the chime
air−to−ground digital messages (downlink).
annunciation for an incoming ACARS message.
ACARS also connects to these systems to upload
information from the airline operations or download
information to the airline operations: Aural Warning Module
S Flight management computers Gives Chimes for a received Message via ACARS
S Flight data acquisition unit
S Data loader control panel. VHF 3 Transceiver
The ACARS MU is on the E3−−3 shelf. VHF transceiver to transmit and receive data from the
ground.
CDU‘s
Printer
You use the CDU (Control Display Unit) to control the
operation of the ACARS and display ACARS Printer to print ACARS reports and messages.
messages
Audio Control Panels
FDAU
Visual Indication for received ACARS messages.
Report request uplink to the FDAU
FMC‘s
Route and airplane flight data from the FMCS
Route and flight data uplink to the FMC
Proximity Switch Electronics Unit

The ACARS MU receives analog discrete from the
PSEU (Proximity Switch Electronics Unit). These
discretes determine the out, off, on, and in (000I)
times. The ACARS sends standard reports at the 000I
times. Proximity switch electronics unit which sends
discrete signals for out, off, on and in (000I)
ACARS Program Switch Modules

There are three program switch modules.
Each program switch module contains DIP (Dual Inline
Package) switches to give the registration code and
airplane identification code.
Program pins define:
S The airplane model (737)
S Auto/manual channel change over

S ARINC 724/724(B) select
The ACARS program switch modules are on the E3−3

shelf behind the ACARS MU.
ACARS MU
The ACARS MU (Management Unit) receives the
uplink data and controls the transmission of downlink
Technical Training
23−27
B737−600/700/800/900
DATA
AIRLINE LAND LINES

DATA LINE VHF 3
REMOTE CONTROL
DATA LINE AIRLINE DISPATCH ANTENNA
STATION COMMUNICATIONS
UPLINK DATA
ALERT MESSAGES
ACARS MENUS-DATA
MENU SELECTIONS
REQUESTS
DOWNLINK DATA
CDU (2)
VHF 3 TRANSCEIVER
Technical Training
08|B736|ACARS|L3
ACMS DATA
ETA, FULL CUTOFF HI-LO
REPORSTS CHIME
Lufthansa
FDAU
AURAL WARNING
MODULE
DEP./ DEST. REU
ETA
FLT.NO.
TRANSFER DATA UPLINK ALERT INDICATION
RELAYS FUEL
COM STATUS
UPLINK DATA
DATA TRANSMISSION & AUTO. CALLING
FMC(S)
AUDIO CONTROL PANELS
ACARS
MANAGEMENT
UNIT
AIRPLANE ID
REGISTRATION
COMMUNICATIONS
PARKING BRAKE
AIR/GROUND
DOORS LOCKED
PRINTER
AIRPLANE PERSONALITY MODULE

PSEU
FRA US/T-2 ScV Sep 21, 2012 Figure 14 ACARS System Page 29
EMERGENCY LOCATOR TRANSMITTER
23−24
Reference to Figure 15 Emergency Locator Transmitter
23−24 EMERGENCY LOCATOR TRANSMITTER

GENERAL
The ELT (Emergency Locator Transmitter) system has
these components: Control panel, Programming and
position interface unit, Transmitter and Antenna.
The control panel has a switch that you use to start the
ELT manually. It also has a Iight to show you that the
ELT is in operation.
The ELT transmitter has two transmitter sections: One
transmitter sends a swept tone on the VHF and UHF
emergency channels (121.5 and 243.0 MHz). The
other transmitter sends digital data every 50 seconds
on the 406 MHz channel. The antenna sends the
121.5/243.0 MHz and 406 MHz transmit signals.
ELT
The ELT supplies these signals:
S ELT ON LIGHT
S RF OUT(2)
The ELT ON and LIGHT signals go to the ELT control
panel. The ELT has two transmitter sections, one for
the 121.5/243.0 MHz signal, and one for the 406 MHz
signal. The two transmitter sections send the RF
emergency signals to the ELT antenna on different
transmission lines. The ELT receives these signals,
EXT ON, RESET 1 and RESET 2. The EXT ON signal
from the control panel manually starts the transmitter.
The reset signals stop the transmitter if it accidentally
starts. A G-switch enable jumper wire arms the ELT
when the unit is securely installed.
ELT Control Panel

The ELT control panel sends an Manual ON signal to
the ELT to start the transmitter. It also sends reset
signals to stop the transmitter if it accidentally starts.
The control panel gets the LIGHT signal from the ELT
to control the ELT Iight. It also gets an ELT ON signal
to turn on the master caution.
ELT Antenna
The ELT antenna sends the emergency signals on the
VHF and UHF frequencies.
Reset
The RESET 1 and RESET 2 inputs from the control
panel let you turn off the transmitter when it was on

accidently. These inputs turn off the transmitter when
you put the control panel switch from ARM to ON and
immediately back to ARM. You can also turn off the
transmitter when you put the ELT front panel switch
from OFF to ON and immediately back to OFF.

Technical Training
23−24
B737−600/700/800/900
ELT ANTENNA
ELT ON 121.5/243 MHz

TRANSMITTER
ON LIGHT
TRANSMIT
CONTROL
406 MHz
Technical Training
TRANSMITTER
09|B736|ELT|L3
ELT
Lufthansa
ARM
ELT
ON
BATTERY PACK
ELT CONTROL PANEL
ON
MANUAL
ON/RESET LATCH

ON OFF
EMERGENCY LOCATOR TRANSMITTER

INDICATOR
MASTER CAUTION LIGHT

G FORCE
DETECTOR
COMMUNICATION
SWITCH
ELT TRANSMITTER
FRONT FACE
FRA US/O-2 FrM Sep 21, 2012 Figure 15 Emergency Locator Transmitter Page 31
NAVIGATION B737−600/700/800/900
DATA TRANSMISSION AND AUTOMATIC
CALLING 23−20
Reference to Figure 16 SELCAL System Operation

23−20 DATA TRANSMISSION & AUTOMATIC CALLING
GENERAL
Remote Electronics Unit (REU)
The selective calling (SELCAL) system supplies the
flight crew with indications of calls that come in from The REU receives a 28 V discrete voltage and sends a
the a ground station. Each airplane has a different signal to the aural warning unit.
SELCAL code. A ground station transmits this code to
communicate with an airplane. When the airplane Aural Warning Unit
receives its SELCAL code, flight compartment
The aural warning unit gets a discrete signal and
indications come on to tell the flight crew.
generates a high/low chime tone.
It is not necessary for the pilots to continuously
monitor company communications channels. Airline
radio networks supply communication between ground
stations and airplanes. For SELCAL operation, each
airplane has a different four−letter code. Each letter in
the code equals a different audio tone.
The ground stations send the applicable tones to call
an airplane.
HF And VHF Transceivers

The HF and VHF transceivers receive the SELCAL
signal and send it to the SELCAL decoder.
SELCAL Coding Switch

A SELCAL coding switch gives the airplane its
SELCAL code. It supplies the code to the SELCAL
decoder. The SELCAL coding switch is behind the
SELCAL decoder on the E−4 rack.
SELCAL Decoder Unit

The SELCAL decoder unit monitors for audio tones. If
the tones are the same as the code, the decoder
sends a signal to the control panel. The decoder also
sends a ground to the SELCAL aural warning relay.
SELCAL Aural Warning Relay

This relay gives power to the REU to send a signal to
the aural warning unit. The SELCAL decoder is on the
E−4 rack in the electronic equipment compartment.
SELCAL Control Panel/Audio Control Panel

The SELCAL control panel / Audio Control Panel
receives the signals that come from the SELCAL
decoder unit. The alert light comes on for the
transceiver that receives the call. Push the
alert light switch to reset the decoder channel.

Technical Training
RECEIVER
23−20
B737−600/700/800/900
(EXAMPLE)
AUDIO
COMPRESSOR/ CALL
FILTER CODE
MATCH ALERT
COMPARATOR
DRIVER
RCVD MIC SELECTOR
BITE MONITOR TESTAUDIO
DISPLAY
MIXER IF AM RCVD
DET AUDIO
IF AM RCVD M
MIXER CHANNEL 1 AURAL/ 1−VHF-2−VHF-3 HF SERV FLT PA
DET AUDIO INT INT U
AM RESET L
MIXER IF
DET T
1−NAV-2 1−ADF-2 MRK SPKR I
TUNING P
FREQUENCY
L
SYNTHESIZER CHANNEL 2 B
FREQUENCY TUNING 3 R/T MASK
V R
ALT
E
X
SYNTHESIZER
ANT TUNING 2 E
IF MODULATOR IF
FREQUENCY CHANNEL 3 R
SYNTHESIZER I/C BOOM NORM
ANT IF MODULATOR
XMT
IF
AUDIO
1
ANT IF MODULATOR
XMT
IF
CHANNEL 4 AUDIO CONTROL PANELS
AUDIO
XMT
AUDIO
CHANNEL 5
Technical Training
VHF TRANSCEIVERS
10|B736|SELCAL|L3
Lufthansa
AURAL
AIRPLANE ALERT
CODE
28V DC
DATA TRANSMISSION AND AUTOMATIC
BITE MONITOR TEST DISPLAY HI-LO

CHIME
RCVD
AUDIO
MIXER IF AM
DET
1ST 2ND 3RD 4TH
LETTER LETTER LETTER LETTER N/C
SELCAL
AURAL
COUPLER FREQUENCY TUNING WARNING
SYNTHESIZER RELAIS
NAVIGATION
IF MODULATOR IF
XMT AURAL
CALLING
AUDIO
WARNING
SELCAL PROGRAM SWITCH MODULE MODULE
HF TRANSCEIVER REU
FRA US/O-2 FrM Sep 21, 2012 Figure 16 SELCAL System Operation Page 33
AUDIO&VIDEO MONITORING
23−71
Reference to Figure 17 Voice Recorder (VR) System

23−71 AUDIO&VIDEO MONITORING
GENERAL
PSEU
The voice recorder unit makes a continuous record of
flight crew communication and flight compartment Park and Squat Ground Sensing Relay
sounds. It erases the communication data The park and squat ground sensing relay gets Power
automatically so that the memory stores only recent from the voice recorder unit. This relay closes when
audio .It keeps the last 120 minutes of communication the parking brake is set and the airplane is on the
data in memory. The voice recorder unit receives ground. When it is closed, the relay sends Power to
audio from the REU and the area microphone. The the erase switch on the cockpit voice recorder panel.
area microphone is in the cockpit voice recorder panel.
Voice Recorder Unit
Voice Recorder Switch The voice recorder unit sends 30v dc to the park and
The voice recorder gets 115v ac from either the time squat ground sensing relay. It also sends these signals
delay relay or the voice recorder switch. When the to the cockpit voice recorder panel:
voice recorder switch is put to ON, the switch applies S Test indication to the monitor indicator
power to the voice recorder. S Monitor/test audio to the headphone jack.
A latching relay holds the switch in the ON position.
This keeps the voice recorder power on for the
ULD
pre−flight checks.
When an engine starts, the latching relay opens. This The Underwater Locating Device (ULD) is an
returns the voice recorder switch to AUTO. At the ultrasonic beacon. It makes the CVR (Cockpit Voice
same time, the time delay relay energizes. Recorder) easier to find if it is under water.
The time delay relay keeps 115v ac to the voice
recorder. When the engines are shut down, the time
delay relay keeps the voice recorder on for an
additional 5 minutes. This gives time for post−flight
checks.
Cockpit Voice Recorder Panel

The cockpit voice recorder panel sends these signals:
S Erase discrete to the voice recorder
S Test discrete to the voice recorder
S Area audio to the channel 4 input of the voice
recorder.
Remote Electronics Unit

The REU (Remote Electronics Unit) sends these
signals to the voice recorder unit:
S Observer’s audio,
S F/O (First Officer’s) audio,
S Captain’s audio.
Clock
Clock data from the captain’s clock goes to the voice
recorder on an ARINC 429 data bus.

Technical Training
VOICE RECORDER
23−71
B737−600/700/800/900
SWITCH
115V AC
+28V 5 MIN
TIME DELAY
RELAY
ENG 1
ENG 2
RUNNINGS RELAYS OBS CRASH SURVIVABLE

AUDIO MEMORY UNIT
F/O
AUDIO
CAPT
AUDIO
REU AREA MIC

AUDIO
Technical Training
11|B736|Voice Rec|L3
Lufthansa
CAPTAIN CLOCK
(P1)
PSEU
AUDIO&VIDEO MONITORING
UNDERWATER
LOCATOR BEACON
COMMUNICATION
VOICE RECORDER VOICE RECORDER

CONTROL PANEL (P5)
FRA US/T-2 ScV Sep 21, 2012 Figure 17 Voice Recorder (VR) System Page 35
PES/AUDIO
23−34
Reference to Figure 18 Passenger Entertainment System/Audio-Power Interface
23−34 PES/ AUDIO

GENERAL
SEB
The Passenger Entertainment System −audio
(PES−audio) sends recorded entertainment audio and The signal goes through the first SEB on to the next
passenger address audio to each passenger seat. SEB. The signal goes from SEB to SEB all the way
Each passenger can make a selection to hear one of down the column. There is a termination plug on the
many available audio channels. last seat electronics box in each column. The SEB
chooses the selected channel from the digital signal.
The SEB converts the digital signal to an audio signal.
IFE / Pass Seat Switch
The SEB sends the audio signal to the passenger
The IFE / PASS SEAT Switch, is used to shut down control unit. 115V AC power from IFE Pass Seat
and remove power from the cabin entertainment Switch is routed from SEB to SEB.
system. If you place this switch to the position OFF,
power is removed from Audio Player and Multiplexer, PCU
SEBs (Seat Electronic Boxes), PCUs (Passenger
Control Units), VSCU (Video System Control Unit) , The passenger sets the channel on the passenger
VDUS (Video Distribution Units) , Monitors, Digital control unit. The passenger control unit sends the
Interface Unit (Airshow−unit) and Flight Deck Printer. channel selection to the seat electronics box. 5.6 V DC
power from each SEB is powering 3 PCUs.
Attendant Control Switch
Audio Entertainment Player
Attendants use the forward attendant panel to control
power to The audio entertainment player sends 16 audio signals
to the audio multiplexer.
S the audio entertainment player
The video system control unit sends audio from the
S the audio multiplexer video system to the audio multiplexer. The video
S to all Seat Electronic Boxes in the passenger cabin system control unit can send audio for three video
programs.
R 918 IFE/Pass Seat CTRL RLY Each video program can have two channels of audio.
It is powered by 115 V AC Power via R660.
This Relay is controlled by the IFE / PASS SEAT
switch on the P5−13 Panel. When switched on, this
relay closes an activates R 916 to route 115V AC
power to the R 660.
R 916 XFER BUS 1 IFE/Pass Seat Outlet

This relay is activated by relay R 918, and closes, so
that the power can reach relay R 660 for PES
Entertainment. In case of overcurrent condition this
relay will be loadshedded by the BPCU.
R 917 XFER BUS 2 IFE/Pass Seat Outlet

For description see R 916.
R 660
This relay is closed by the FWD Attendant panel
switch. It interrupts the 115V AC power from the
IFE/PASS Seat switch to the passenger entertainment
system.
Audio Multiplexer
The audio multiplexer changes the analog signals to
digital signals. 115V AC power from ife pass seat
switch powers the Audio Mux.

Technical Training
23−34
B737−600/700/800/900
115V AC
MAIN BUS
LEFT PCU LEFT PCU
AUDIO
ENTERTAINMENT
ENTERTAINMENT PRINTER PLAYER CENTER PCU CENTER PCU
MUX
115V AC ENTERTAINMENT VIDEO RIGHT PCU RIGHT PCU
MAIN BUS CONT CENTER AC
2
VIDEO 2 5.6V DC 5.6V DC
ENTERTAINMENT LEFT
AUDIO
VIDEO 1 SEAT TO NEXT
COLUMN 115V AC 115V AC SEB IN
VIDEO 4 R00660
SEAT SEAT COLUMN
BUS OFF ELECTRONIC ELECTRONIC
VIDEO 3 BOX BOX
1
R00916 XFER BUS 1
IFE/PASS
16 Channels
SEAT OUTLET 28V DC
BAT BUS
COMM
28V DC GND 24−51−21 PA-AMP BAT
SVCE BUS POWER ON AUDIO
MULTIPLEXER
12|B736|PES/Audio Interface|L3
Technical Training
28V DC TO VIDEO
CABIN UTILITY
RLY PWR BUS 2 CTRL CTR
PANEL DOOR ENT VID
POWER ON CONT
CTR-DC
R00917 XFER
Lufthansa
BUS 2 IFE/PASS
SEAT OUTLET BUS ON
LEFT PCU LEFT PCU
R00918 IFE/PASS
SEAT CTRL RLY
CENTER PCU CENTER PCU
RIGHT PCU RIGHT PCU
Audio
RIGHT 5.6V DC
5.6V DC
SEAT TO NEXT
COLUMN 115V AC 115V AC SEB IN
SEAT SEAT COLUMN
P5−13 FACE PLATE ELECTRONIC ELECTRONIC
BOX BOX
OFF
ON
IFE/PASS
SEAT
ELEC METERS BATTERY P5-13
COMMUNICATION
ON AND GALLEY POWER MODULE

AUDIO
1 GROUND FROM BPCU (E4−2)
ELEC AC IF NO ELECTRICAL POWER LOAD SHED
PES/AUDIO
OFF EXITS (SEE ATA 24)

ELEC DC
FORWARD 2 TRANSFER BUS 1
ATTENDANT DC FROM SEB SECTION 2
PANEL
FRA US/O-2 FrM Sep 21, 2012 Figure 18 Passenger Entertainment System/Audio-Power Interface Page 37
PES/VIDEO
23−32
Reference to Figure 19 PES/VIDEO Interface

23−32 PES/VIDEO
GENERAL
VSCU
The PES−video (Passenger Entertainment System-
video) provides video programs for the passengers. The video system control unit sends control signals
The video programs have video and audio. The video and three video signals to the video distribution units.
goes to monitors throughout the cabin. The audio goes The video system control unit tells each video
through the passenger entertainment system−audio distribution unit when to turn on the monitors and
(PES−audio). Passengers receive this audio through which video signal to send to the monitors. The video
headsets attached to the passenger service units in system control unit sends the audio from the video
the seats. The audio can go through the passenger program to the passenger entertainment system
address system. Passengers receive this audio audio. The PES−audio distributes the audio to the
through speakers in the passenger service units. passenger control units in the passenger seats. When
you want the audio to play on the speakers in the
cabin, the video system control unit sends the audio to
FMC
the passenger address system. The passenger
Provides Route Data for the Airshow. address system distributes the audio to the speakers
in the cabin when a video program plays.
ADIRU
Meter Panel
Provides Attitude Data for the Airshow.
A switch, called IFE/PASS SEAT, is used to remove
Data Loader power from the whole cabin entertainment system.
The VSCU turns on the VIDEO ON light in the flight
Upload Data for the Airshow Unit DIU. compartment.
PSEU Audio MUX

A signal from the PSEU is used for flight leg switching Provides audio channels for each PCU for the
in the video system. It shows the video system when video/audio system.
the airplane is in air to start automatic passenger
entertainment.
PA AMP
Oxygen Indication Relay Audio output via cabin speakers selectable.
A signal from the passenger oxygen system stops the
VDU
video program when passenger oxygen masks deploy.
The video distribution units receive a signal from the
Video Tape Reproducer video system control unit to turn on the video monitors.
When the video distribution units receive the signal,
Video tapes provide programs for the passengers. You they supply 115v ac power to the video monitors.
put the video tapes into the VTR (Video Tape
Reproducers).
Monitors
PA The video monitors are in the ceiling below the
hattracks. There are two monitors at each station. For
Gives discrete signal during PA announcements and each station, one monitor is on the left side and one
stops video programs. monitor is on the right side. The video distribution units
are above the ceiling.
DIU
The digital interface unit provides Airshow flight data
for the passengers. The DIU sends video signals to

the video system control unit.

Technical Training
STATUS RS485
23−32
B737−600/700/800/900
VTR1 CONTROL
VIDEO 3
AUDIO
VIDEO TAPE
REPRODUCER 1 VIDEO VIDEO
STATUS RS485 DISTRIBUTION MONITORS
VTR2 CONTROL UNITS
VIDEO 3 VIDEO ON
W
AUDIO
P5 OVERHEAD
VIDEO TAPE PANEL
REPRODUCER 2
PASSENGER
ADRESS PA PAUSE
SYSTEM
OFF OFF
ON ON
FLIGHT
Technical Training
IFE/PASS MANAGEMENT
CAB/UTIL
13|B736|PES/VIDEO|L3
SEAT COMPUTER
AC
Lufthansa
AIR DATA INERTIAL

REFERENCE UNIT
DIGITAL
INTERFACE
UNIT
DATA LOADER
CONTROL PANEL
AUDIO
MULTIPLEXER
NOSE GEAR
DOWN AND
LOCKED
PROXIMITY SWITCH
ELECTRONICS UNIT
COMMUNICATIONS
OFF COMMAND PASSENGER

ADRESS
AMPLIFIER
PES/VIDEO
PASSENGER
OXYGEN VIDEO SYSTEM
OXYGEN
SYSTEM INDICATION CONTROL UNIT
RELAY
FRA US/O-2 FrM Sep 21, 2012 Figure 19 PES/VIDEO Interface Page 39
COCKPIT DOOR SURVEILLANCE
SYSTEM (CDSS)&(FDEVSS) 23−70/75
Reference to Figure 20 Cockpit Door Surveillance & Flight Deck Entry Video
Surveillance System
23−70 FDEVSS (FLIGHT DECK ENTRY VIDEO
SURVEILLANCE SYSTEM)
23−75 CDSS (COCKPIT SURVEILLANCE SYSTEM)
GENERAL
Camera Control Unit
The video surveillance system is designed to augment
aircraft security by providing a secured unobstructed The Camera Control Unit is used to interface the
view of the cockpit entry area including identification of aircraft 28V DC power and video signal to and from
persons requesting entry when the cockpit door is the camera. The Camera Control Unit must be
closed and locked during flight or ground operations. mounted within four meters of the system camera
The system uses three cameras linked to a LCD being controlled. There is one Camera Control unit
Monitor mounted in the cockpit, which is accessible to required for each system camera.
either pilot’s position. The cameras are positioned
above the flight deck entry door and on either side of Video Switch Unit
the entry corridor to cover the entire door area. The
The Video Switch Unit is the core part of the video
system also includes IR (InfraRed) illuminators
system. This unit mounts in the lower equipment bay.
enabling the area to be viewed even when the cabin
Power is converted from 28V DC aircraft power and
lights are extinguished. The system consists of three
is supplied at 12V DC to the LCD monitor. System
cameras, three IR illuminators (paired to each
power is switched on and off through this unit with
camera), three camera control units, a video switch
control from the ON/OFF switch on the control panel.
unit, a control panel, and a LCD monitor. Primary
A red LED is mounted on the front panel of the Video
power for the system is 28 volts dc supplied from the
Switching Unit and illuminates when 28V DC is
28 vdc bus 2 through a 2A circuit breaker labeled
supplied to the unit.
FLIGHTVU SYSTEM.
VIDEO OPERATION Control Panel

28V DC power from dc−bus 2 is available to the System control is through the Control Panel. The panel
system. The system is not powered until the power overlay is connected to the existing aircraft panel
switch on the control panel is set to the ON position. lighting for visibility at low light or nighttime operation.
When set to the ON position, electrical power is routed OFF/ON: Power for the system is routed from the
through the Video Switch Unit to the LCD Monitor and relevant circuit breaker through the Video Switch Unit
each CCU (Camera Control Unit). The LCD Monitor and controlled by this switch, allowing for total power
will come on and display the selected video source in a isolation of the system. LCD Monitor The LCD Monitor
few moments. Each CCU will supply elec. power to the is used to display images from the selected camera.
respective camera. Each CCU will begin to feed video The monitor uses a 50 ohm balanced video input from
back to the Video Switch Unit. The Brightness and the Video Switch Unit.
Contrast of the LCD Monitor can be adjusted using the Monitor power is supplied at 12V DC from the Video
two control knobs on the control panel. Video source Switch Unit.
selection is accomplished by using camera select knob
on the control panel (LEFT, DOOR, or RIGHT).
LCD Monitor
Camera The LCD Monitor is used to display images from the
selected camera. The monitor uses a 50 ohm
Power is supplied to the camera from the Camera balanced video input from the Video Switch Unit.
Control Unit which converts the 28V DC aircraft power Monitor power is supplied at 12V DC from the Video
to 9V DC. Switch Uni
IR Illuminators
An Infrared (IR) Illuminator is utilized for each area to
be viewed. The IR illuminator is powered from the
aircraft 28V DC and provides invisible illumination so
that the cameras can detect and present a clear image
of the areas under surveillance in low or no light
conditions.
Page 40 Lufthansa FRA US/O-7 BaF Sep 21, 2012

Technical Training
CDSS 23−75
23−70/75
B737−600/700/800/900
+
− 28V DC POWER
VIDEO OUTVIDEO IN
CCU IR ILLUMINATOR
BULKHEAD
CAMERA, MONO
+
− 28V DC POWER
VIDEO OUTVIDEO IN
CCU IR ILLUMINATOR
BULKHEAD
CAMERA, MONO
+
− 28V DC POWER
VIDEO OUTVIDEO IN
DC BUS 2 IR ILLUMINATOR
BULKHEAD
FLIGHTVU SYSTEM
CAMERA, MONO
CCU
P6−3
VIDEO (CEILING, NEXT TO
CAMERA) CAMERA 3 DOOR 1R
(RIGHT) IR ILLUMINATOR
(TYPICAL)
Technical Training
14|B736|CDSS−FDEVSS|L3
(FLT. CAMERA 2
VIDEO SWITCH UNIT DECK
DOOR)
CAMERA 1 CAMERA 2
Lufthansa
(CENTER) (LEFT)
OFF ON CAM BRT CONT CAMERA 3
CONTROL
PANEL DOOR 1L
VIDEO SWITCH UNIT CAMERA 1
(E4−1)
FWD
CONTROL PANEL
LCD MONITOR (FLT. DECK, PEDESTAL)
(FLT. DECK, PEDESTAL)
COCKPIT DOOR SURVEILLANCE SYSTEM
FDEVSS 23−70 OPTIONAL: MULTI FUNCTIONDISPLAY (MFD)
CAMERA
VIDEO SWITCH CONTROL UNIT
(CABIN (3 LOCATIONS)
CEILING;
FWD) VIDEO CAMERA
ILLUMINATOR (3 LOCATIONS)
(3 LOCATIONS)
COMMUNICATIONS
(CDSS)&(FDEVSS)
FLIGHT DECK ENTRY VIDEO

DEBUG
CAMERA CONTROL PANEL
STATUS
J1
IMPEDANCE
TRANSFORMER
FRA US/O-7 BaF Sep 21, 2012 Figure 20 Cockpit Door Surveillance & Flight Deck Entry Video Surveillance System Page 41
ELECTRICAL POWER B737−600/700/800/900
GENERAL
24−00
Reference to Figure 21 Electrical Power General
ATA 24 ELECTRICAL POWER

24−00 POWER AND CONTROL: GENERAL
SYSTEM DESCRIPTION The starter−generator also starts the APU. It uses AC
power from the SCU (Start Converter Unit) to turn the
GENERAL DESCRIPTION APU during the start sequence.
The electrical power system makes and supplies AC
and DC power to airplane. The system has automatic External Power
and manual controls and protection. A standby AC and External power is the normal source of AC power for
DC system gives normal and emergency power. the airplane electrical system when the airplane is on
AC Power the ground. The external power panel has a receptacle
for AC external power connection.
The electrical power system has four main AC power
sources and one standby power source.
These are the main AC power sources: Start Converter Unit
S Left integrated drive generator (IDG 1) The SCU operates with the AGCU (APU Generator
S Right integrated drive generator (IDG 2) Control Unit) to control and regulate APU
starter−generator power. The SCU also makes the
S APU starter−generator
starter−generator function like a motor to turn the
S External power APU during starting.
The AC power sources supply a 3 phase,115/200 volts
(nominal) at 400 Hz. The AC power system design Bus Power Control Unit
prevents two sources to the same load at the same
time. The BPCU controls and monitors the use of external
power. The BPCU protects the airplane from external
The static inverter supplies a one phase, 115v ac
power whose quality is out of limits.
output to the AC standby bus if the AC power sources
fail.
Generator Control Units
DC Power
The GCUs monitor the system to control and protect
The DC generation system supplies a nominal 28v dc the IDGs. Each GCU (Generator Control Unit) has
to different loads. The power source for the DC system these functions:
is usually the AC system. The battery supplies power if
S Control a GCB (Generator Control Breaker) and a
the AC system is not available.
BTB (Bus Tie Breaker)
The DC generation system has these components:
S Supply/control excitation to an IDG generator
S Batteries (2)
S Protect the electrical system and an IDG from
S Battery chargers (2) electrical parameters not in limits
S Transformer rectifier units (3) S Control electrical system indication on the P5−5
The DC generation system supplies a nominal 28v dc and P5−4 modules
to different loads. The batteries supply power if the AC S Give built−in−test for fault isolation
system is not available.
Integrated Drive Generators

The IDGs are the normal source of AC power
generation in flight. The IDG is an assembly that has a
hydromechanical CSD (Constant Speed Drive) section
and an oil−cooled brushless AC generator section.
There are two IDGs on the airplane. Each supplies

115/200v ac, 400 Hz power. The IDG can supply up to
90 KVA.
APU Starter-Generator
The APU starter−generator has two functions.
First, the starter−generator makes AC power for
ground operations. The starter−generator can supply
electrical power during flight as backup for the IDGs.
Page 42 Lufthansa FRA US/O-7 RoU Sep 21, 2012

Technical Training
24−00
B737−600/700/800/900
EPC
+ BPCU EXTERNAL POWER
TRU 1 STATIC
INV
GCB 2
15
1 2
GCU 2
Technical Training
IDG 2
01|B736|ELEC General|L2
AC STDBY
TRU 2
Lufthansa
SCU
DC STDBY
TRU 3
APB
AGCU APU CHARGER (2)

STARTER−GENERATOR DC
BUSES SPCU
GCB 1
ELECTRICAL POWER
GCU 1 AC
IDG 1 BUSES BATTERY (2)
GENERAL
FRA US/O-7 RoU Sep 21, 2012 Figure 21 Electrical Power General Page 43
GENERAL
24−00
Reference to Figure 22 Electrical Power General (Cont.)
Battery Charger (Main and Auxilliary) Generator Drive and Standby Power Module
The main battery charger gives a DC voltage output to The generator drive and standby power module has
charge their respective battery. Each charger operates these indications and manual controls:
like a TRU after the battery gets to full charge. The S IDG low oil pressure indication (DRIVE lights)
main battery charger sends a constant DC voltage to
S Indication that the battery bus or either standby bus
the battery and the hot and switched hot battery
do not have power (STANDBY PWR OFF light)
buses.
S Generator drive disconnect switches
S Standby power switch.
Battery (Main and Auxilliary)
AC Systems, Generator and APU Module
Each battery is a 48 ampere−hour, nominal 24v dc
power source. The main battery supplies power for The AC systems, generator and APU module has the
APU starting and is a standby power source if all other control switches to switch the different AC power
power supplies do not operate. The auxiliary battery sources ON or OFF. The blue Available light monitors
helps the main battery to supply standby power only. the availibility and quality of the External AC power
source. The blue Gen Off Bus Lights monitor the GB
Standby Power Control Unit positions from IDGs and APU Generator. The amber
lights shows a faulty power supply or an abnormal
The SPCU gives automatic and manual control of the power source configuration on the AC busses.
battery and standby buses. The SPCU monitors the
standby power system for faults. The SPCU sends the
CAB/UTIL and IFE/PASS Seat Switch
fault data to the electrical meters, battery, and galley
power module where the ELEC light comes on. These Switches are optional. With the CAB/UTIL
switch you can switch on and off all Cabin and Utillity
Static Inverter Busses, like the Galley Busses and Main Busses.
With the IFE/PASS Seat switch you direct Power to
The static inverter is the backup power source for the
the complete Pass Entertainment System and the
AC standby bus. The static inverter uses DC power to
Cockpit Printer.
give 115 volts, 400 Hz, single phase AC power to
standby loads. A static inverter failure causes the
amber ELEC light to come on.
Electrical Meters, Battery and Galley Power

Module
The electrical meters, battery and galley power module
is used for these functions:
S See electrical power parameters for AC and DC
components or buses.
S Connect battery power to electrical buses with the
battery switch.
S Supply and remove power to the galleys with the
galley switch.
The module also has these BITE functions:
S Supplies DC and standby power system failure
indication.
S Monitors the dc and standby power and saves fault
messages in memory.
S Shows fault messages on the LED alphanumeric

display.

Technical Training
24−00
B737−600/700/800/900
EPC
+ BPCU EXTERNAL POWER
TRU 1 STATIC
INV
15 GCB 2
1 2
GCU 2
02|B736|ELEC Genera Contl|L2

Technical Training
IDG 2
AC STDBY
TRU 2
Lufthansa
SCU
DC STDBY
TRU 3
APB
AGCU APU CHARGER (2)

STARTER−GENERATOR DC
BUSES SPCU
GCB 1
ELECTRICAL POWER
GCU 1 AC
IDG 1 BUSES BATTERY (2)
GENERAL
FRA US/O-7 RoU Sep 21, 2012 Figure 22 Electrical Power General (Cont.) Page 45
GENERAL
24−00
Reference to Figure 23 Electrical Power General

24−00 GENERAL
GENERAL
Battery
The AC part of the electrical system has separate left
and right systems (nonparallel).This means that two Each battery is a 48 ampere−hour power source.The
power sources never supply power to the same AC main battery supplies power for APU starting and is a
transfer bus at the same time. standby power source if all other power supplies do
The left and right parts of the AC systems connect if not operate.The auxiliary battery helps the main
only one power supply is available battery supply standby power only.
Power Distribution Panels Battery Charger

The PDP 1 and 2 have these components: The main battery charger and auxiliary battery charger
give a DC voltage output to charge their respective
AC transfer bus 1, Ground service bus 1, DC bus 1,
battery.
GCB 1, APB, BTB 1, AC transfer bus 2, Ground
Each charger operates like a TRU after the battery
service bus 2, DC bus 2,GCB 2, EPC and BTB 2.
gets to full charge.
There are 4 red lights on the forward and aft face of
the each panel. These lights come on to warn you that
electrical power is active inside the panel. Static Inverter
The static inverter uses DC power to give 115 volts,
GCU 1/2 And APU 400 Hz, single phase AC power to standby loads.
The static inverter has input power whenever the BAT
The GCUs control and monitor power quality. With
switch is in the ON position or the standby power
flight compartment switch position input and good
switch is in the BAT position
power, the GCU supplies a signal to close the breaker.
The GCUs and BPCU communicate with each
other.The AGCU operates with the SCU to maintain
good APU generator power.The AGCU monitors
power quality and is the same part as a GCU.
The AGCU uses a voltage regulator in the SCU to
control starter−generator output.
APU SCU
The SCU (Start Converter Unit) controls the APU
generator voltage. The SCU also makes the
starter−generator function like a motor to turn the
APU during starting.
BPCU
The BPCU controls the use of external power and
monitors breaker positions for the electrical system.
The BPCU works with the GCUs to control BTB (Bus
Tie Breaker) position. If a power overload takes place,
the BPCU opens the galley and main bus load shed
relays.
SPCU
The SPCU monitors the position of the battery and
standby power switches. It also monitors AC, DC and

battery buses. The SPCU monitors and sends standby
power system controls and relay failure data to the
P5−13 module. The SPCU has circuit breakers on its
front panel.
TRU 1/2/3
The three TRUs take 115v ac, decrease the voltage
(transforms), and rectify it to a nominal 28v dc.
Page 46 Lufthansa FRA US/T-2 RuO/ScV Sep 21, 2012

Technical Training
GCU 1 APU STARTER/

APU SCU
24−00
B737−600/700/800/900
GENERATOR GCU 2
GENERATOR DRIVE AND EXT

STANDBY POWER MODULE (P-5) IDG 1 PWR IDG 2
CONN
POWER DISTRIBUTION POWER DISTRIBUTION

PANEL 1 PANEL 2
AC SYSTEM GENERATOR
AND APU MODULE (P5)
APU GCU BPCU
Technical Training
03|B736|ELE Operation|L3
Lufthansa
ELECTRICAL METERS,
BATTERY AND GALLEY
POWER MODULE (P5)
FROM DC
BUS 1
BAT BUS
NORM RLY(K2)
BAT BUS ALT

PWR. RLY (K1)
SENS.
AND SW HOT BAT
DISTR. BPCU
ELECTRICAL POWER
BUS RLY (K8)

LOGIC
STBY DC
ALTN RLY (K3)
STBY NORM
RLY (K5)
GENERAL
FAULT
LOGIC
AUX CHARGER AUX BATTERY BATTERY CHARGER
STATIC STANDBY POWER
INVERTER CONTROL UNIT
FRA US/T-2 RuO/ScV Sep 21, 2012 Figure 23 Electrical Power General Page 47
GENERAL
24−00
Reference to Figure 24 Electrical Power Schematic

24−00 GENERAL
GENERAL
R9 Dc Bus Tie Relay
The GCUs (Generator Control Units) and the BPCU
(Bus Power Control Unit) operate together to control Opens during Autoland or by switching transfer switch
AC power. A sequence of command signals and to the off position.
breaker position signals must happen before an
electrical power source can supply power to a transfer TR3 Transfer Relay
bus. The BPCU monitors the EPC (External Power
The Relay Energizes To Let Tru 3 Receive Power
Contactor), GCB, and BTB positions by auxiliary
From Ac Transfer Bus 1 When Ac Transfer Bus 2
contacts on each breaker. The BPCU monitors bus
Loses Power When Bus Transfer Switch Is In The
transfer switch position for BTB control.
Auto Position.
The BTB operation is automatic when the bus transfer
switch is in the AUTO position
Ground Service Xfer Relay 1/2
GB Controlled By The Ground Service Switch At Fwd Att.
Panel Through The BPCU.
The GCU sends a close/open command to the related
GCB after the BPCU sees all applicable breakers
open/close. Aux Bat. RCCB
Closes Only When Batt. Stby. Power Is Active.
AGB
The AGCU signals the APB to close/open after the Satic Inverter RCCB
BPCU sees all applicable breakers open/close. This Rccb Is Normally Closed By The Spcu.
These Relays Are Inside And Controlled By The Spcu:
BTB
These Relays are inside and controlled by the
The GCU sends a close command to the related BTB
SPCU:
after the BPCU sees all applicable breakers
open/close. S Battery Bus Normal Relay (K2)
S Battery Bus Alternate Relay (K1)
EPC S Standby Normal Relay (K5)
The BPCU sends a close/open command to the S Standby Dc Alternate Relay (K3)
related EPC. S Switched Hot Battery Bus Relay (K8).
Battery Bus Alternate Relay (K1)

The relay energizes when Battery switch is in the ON
position, TRU 3 has no power or when the standby
power switch is put to the BAT position.
Battery Bus Normal Relay (K2)

The battery bus normal relay (K2) energizes to let the
battery bus receive power from TRU 3.
Stby Dc Alt. Relay K3

Closes when K5 opens during STBY power conditions.
Standby Normal Relay (K5)

The (K5) energizes to let the DC standby bus receive
power from DC bus 1.
Sw. Hot Bat. Bus Relay K8

Closes with Batt. Switch in ON Position.
Page 48 Lufthansa FRA US/T-2 BaF Sep 21, 2012

Technical Training
24−00
B737−600/700/800/900
EXTERNAL
AC POWER
GEN GEN CONT APU APU START GEN CONT GEN

EP PWR
1 UNIT GEN CONVERTER UNIT 2
CONTACTOR
GENERATOR APU GEN APU GEN GENERATOR

BREAKER 1 BREAKER CONT UNIT BREAKER 2
115V AC XFR BUS 1 115V AC XFR BUS 2 24−51−21

P91 BTB1 BTB2 P92 GND SVCE
P91 P92 XFER RLY 2
GND SVCE
XFER RLY 1 LOAD SHED BUS PWR LOAD SHED
CONT UNIT
115V AC 115V AC 115V AC 115V AC 115V AC 115V AC 115V AC 115V AC
115V AC 115V AC
GND SVCE XFER BUS 1 XFER BUS 1 STANDBY BUS STANDBY BUS XFER BUS 2 XFER BUS 2 GND SVCE
MAIN BUS 1 MAIN BUS 2
BUS 1 SECT 1 SECT 2 SECT2 SECT1 SECT 1 SECT 2 BUS 2
TR3
115V AC GND GALLEY GALLEY GALLEY GALLEY
SVCE BUS 1 TRANFER RELAY
BUS D BUS C BUS B BUS A
SECT 1
1 1
04|B736|ELE Power Overview|L3

1 1
Technical Training
28V AC 28V AC 28V AC 28V AC 28V AC 28V AC 28V AC

GND SVCE XFER BUS 1 XFER BUS 1 STANDBY BUS XFER BUS 2 XFER BUS 2 GND SVCE
BUS 1 SECT 2 SECT 1 SECT2 SECT 1 SECT 2 BUS 2
Lufthansa
STATIC TRANSFORMER TRANSFORMER TRANSFORMER

RCCB INVERTER RECTIFIER 1 RECTIFIER 3 RECTIFIER 2
E2−4 E3−2 E3−2
K1 28V DC R9 28V DC
K2 DC BUS
BAT BUS NORM K5 BUS 1 BUS 2
BAT BUS AUTO 28V DC TIE RELAY
BAT BUS STANDBY
SECT 1 NORMAL RLY
28V DC 28V DC
28V DC 28V DC STANY BUS STANDBY
STANDBY BUS
BUS 28V DC 28V DC 28V DC 28V DC
BAT BUS BAT BUS SECT2 SECT1
SECT1 BUS 1 BUS 1 BUS 2 BUS 2
SECT 2 SECT 2 SECT1 K3 SECT 1 SECT 2 SECT 1 SECT 2
STBY DC ALTN
AUX BATTERY RLY BATTERY
CHARGER K8 CHARGER
SW HOT R634
2
RCCB BAT BUS RELAY 28V DC APU START
ELECTRICAL POWER
28V DC SW 28V DC GND SVCE BUS

28V DC SW 28V DC
AUX BATTERY HOT BAT BUS HOT BAT BUS GND SVCE
HOT BAT BUS BATTERY
SECT 1 SECT 2 DC BUS
GENERAL
NOTES:
1 DRAWING SHOWS MAXIMUM GALLEY CONFIGURATION
2 DUAL BATTERY CONFIGURATION ALLOWS 60 MINUTES STANDBY OPERATION
FRA US/T-2 BaF Sep 21, 2012 Figure 24 Electrical Power Schematic Page 49
FIRE PROTECTION B737−600/700/800/900
ENGINE & APU FIRE DETECTION
26−10/15
Reference to Figure 25 Engine & APU Fire Detection System Schematic
ATA 26 FIRE PROTECTION

26−10/15 ENGINE & APU FIRE DETECTION
GENERAL
Engine And APU Fire Detection Module
The fire protection systems monitor the airplane for
these conditions: The engine and APU fire detection control module
monitors detector elements for overheat and fire
S Fire
conditions in the engine and APU areas. Under normal
S Smoke conditions, all front panel lights are off.
S Overheat When a fault condition occurs, the related FAULT
S Pneumatic duct leaks. AREA comes on. The FAULT DISPLAY lights show a
fault code.
Fire/Overheat Detection When you push the FAULT/INOP test switch, faults
The airplane has these fire/overheat detection are simulated to do a check of the circuit ability to
systems: detect a fault.
S Lavatory smoke detection If the circuits operate correctly, all lights on the front
panel come on.
S Engine fire/overheat detection If a light does not come on, it shows a faulty circuit
S APU fire detection operation.
S Wheel well fire detection The FAULT DISPLAY lights show the type of fault and
S Wing/Body overheat detection. the detector location.
S Cargo compartment smoke detection
Fire Detection Loops
Extinguishing The engine fire detection system uses dual
The airplane has these fire extinguishing systems: overheat/fire detector loops.
S Lavatory fire extinguishing bottles The loops are identified as loop A and loop B.
S Engine fire extinguishing bottles The detector loops on the engine supply overheat and
fire signals to the engine and APU fire detection
S APU fire extinguishing bottle
control module.
S Portable fire extinguishers. This module uses the signals to set the related alarm
S Cargo compartment fire extinguishing bottle. indications in the flight compartment. There are two
fire detection loops on each engine.
Fire Control Panel One is loop A and the other is loop B.
Each loop has four detectors.
The overheat/fire control panel monitors the fire The detector elements have these components:
protection system for these conditions:
S Overheat pressure switch
S Engine overheat
S Fire pressure switch
S Engine fire
S Fault pressure switch
S APU fire
S Resistors
S Wheel well fire
S Terminal Stud
S L bottle discharge
S A stainless steel, gas filled tube.
S R bottle discharge
S APU bottle discharge
S Engine fire protection fault conditions
S APU fire protection fault conditions.
The overheat/fire control panel lets you do these

functions:
S Set the mode of operation (single or dual loop
opera t i on)
S Operation of the fire extinguisher bottles
S Do a test of the fire extinguisher bottle squibs
S Do a test of the fire protection system
S Do a test of the fault detection circuits
S Stop the fire alarm bell.
Page 50 Lufthansa FRA US/O-7 GiM Sep 21, 2012

Technical Training
26−10/15
B737−600/700/800/900 28V DC
BAT BUS
ENG 1
FIRE DET
POWER IN
LOOP A FIRE LOOP A DETECTORS
MASTER WARN FAULT
LOOP B
AND CTRL AND LOGIC OVHT
OVHT LOOP A
P6 CB PANEL
DETECTOR FIRE
SHORT LOGIC
LOOP A
FAULT LOOP B OPEN
a A LOOP A OR LOGIC TEST
LOOP A AND B
NORM
LOOP B
B TEST
FIRE
R OVHT DET SW
FIRE OVHT
R LOOP B
TO FRONT DETECTOR
R PANEL FAULT SHORT LOGIC
LIGHTS
R
OVHT OPEN
01|B736|ENG & APU Fire Detection|L3

UNLOCK CONTROL LOGIC
Technical Training
ENG 1 FIRE SW OVHT/FIRE LOOP B DETECTORS

FAULT
FAULT/INOP OVHT
ENG 1
Lufthansa
TEST SW 28V DC
FAULT/INOP FIRE
OVERHEAT a
TEST SWITCH
MASTER CAUTION
APU
DET INOP
a
GAS CHARGED GAS CHARGED
DETECTOR SENSE TUBE SENSE TUBE
(LOOP A) (LOOP A) (LOOP B)
FAULT FIRE
DETECTOR
(LOOP B)
R
SHORT ENGINE FIRE DETECTION LOOP ASSEMBLY
DETECTOR
R LOGIC
ENGINE & APU FIRE DETECTION
FIRE
R
OPEN
R TEST
TO FRONT
PANEL FAULT
HANDLE UNLOCK LIGHTS
FIRE PROTECTION
APU FIRE SW FAULT

CONTROL LOGIC
FIRE
ENGINE AND APU FIRE CONTROL PANEL (P8)
ENGINE AND APU FIRE DETECTION MODULE
AURAL WARNING UNIT APU FIRE DETECTOR

FRA US/O-7 GiM Sep 21, 2012 Figure 25 Engine & APU Fire Detection System Schematic Page 51
WING BODY & DUCT OVERHEAT
26−17/18
Reference to Figure 26 Wheel Well/Wing Body & Duct Overheat Detection System
26−17 WHEEL WELL OVERHEAT 26−18 WING & BODY OVERHEAT
DETECTION DETECTION
GENERAL GENERAL
The wheel well fire detection system uses overheat The wing and body overheat detection components
sensing elements in the main wheel well. It monitors monitor for overheat conditions. If they sense an
the wheel well for fire condition. When the system overheat condition, a signal goes to the compartment
senses a fire condition, alarm indications operate in overheat detection control module. This module sets
the flight compartment. The indications are on the the overheat alarm. These are the flight compartment
glareshield panel P7 and on the engine and APU fire indications for a wing and body overheat condition.
control panel P8. A bell also operates in the flight The P5 wing−body overheat light comes on, P7 master
compartment. caution light comes on, P7 AIR COND annunciator
light comes on. If there is an overheat condition, the
Wheel well fire detector elements MAINT ADV light on the compartment overheat
detection controller comes on.
Fire (overheat) sensing element in the main wheel well
supplies the wheel well fire detection signal. P5 Control Panel
Wing/Body overheat light comes on in case of an
Compartment overheat detection controller overheat condition. P7 master caution and AIR COND
lights comes on.
The compartment overheat detection controller
supplies power to the detector elements. The Sensing Elements
microprocessor monitors the wheel well detector
elements for alarm conditions. If the microprocessor If the sensing element has continuity, the indications
senses a wheel well fire, it keeps the alarm in memory are the same during test and during a real alarm. If
and sets the fire condition. the sensing element does not have continuity, there
If the wheel well fire alarm comes on due to a real fire are no indications in the flight compartment. There is
or a fault, the MAINT ADV light on the compartment no difference between the real alarm and a short
overheat detection controller comes on. Use the circuit.
module to do a check for real alarm or a fault
condition.
For ATA 26−18:

The microprocessor monitors the wing/body detector
elements for overheat conditions also. If the
microprocessor senses a wing/body overheat condition
it holds the alarm in memory and sets the alarm
condition. MAINT ADV light comes on.
Engine and APU fire control panel

Red WHEEL WELL light on engine and APU fire
control panel comes on during Fire or Test Condition.
Additional Fire Warn Lights on P7 and Fire Bell from
the Aural Warning Module appears. You use the test
switch on engine and APU fire control module panel to
the OVHT/FIRE position to do a test of the wheel well
sensing element.

Technical Training
26−17/18
B737−600/700/800/900
115V AC
XFR BUS 2 POWER
OVHT FIRE SUPPLY
PROT
28V DC FIRE WARN LTS LED MAINT
BAT BUS BELL DISPLAY
FIRE PROT
DETECT AND WARN BELL CUTOUT
28V DC
BAT BUS
MASTER CAUTION
ANNUNC CONT FIRE BELL
CUTOUT REL
P6 CB PANEL
WHEEL WELL
FIRE ALARM
WHEEL
WELL OUTPUT
LOGIC
W W FIRE
LIGHT RELAY
WHEEL WELL FIRE

SENSING ELEMENT
MAINT ADV LT
TEST SW
02|B736|Wing Body & Duct OVHT|L3

OVHT/FIRE
Technical Training
FAULT/INOP W W FIRE
TEST RELAY
ENG AND APU FIRE CONTR PANEL (P8)
Lufthansa
R FWD R MID R AFT R WING R FWD R AFT

A/C PACK A/C PACK A/C PACK INBD OUTBD STRUT STRUT
SEC 46 SEC 48
WING/BODY
K1 LEFT OVHT
OVHT RELAY ALARM
FWD AFT
OUTPUT
KEEL BEAM KEEL BEAM
LOGIC
OVHT WING/BODY
TEST SW OVHT
K2 RIGHT
OVHT RELAY ALARM
L FWD L MID L AFT
WING BODY & DUCT OVERHEAT
A/C PACK A/C PACK A/C PACK
TO MASTER
CAUTION
L AFT L FWD L WING L WING

STRUT STRUT OUTBD INBD
FIRE PROTECTION
TEST
INPUT
MICROPROCESSOR
K6 OVHT ECS DUCT LEAK AND W/W FIRE
TEST RELAY
DETECTION CONTROL CARD
AIR CONDITIONING PANEL (P5)
COMPARTMENT OVERHEAT DETECTION CONTROLLER
FRA US/O-7 GiM Sep 21, 2012 Figure 26 Wheel Well/Wing Body & Duct Overheat Detection System Page 53
ENGINE & APU FIRE EXTINGUISHING
26−21
General When you pull the APU fire control handle, the APU
The Engine and APU fire extinguishing system system stops and isolates from other systems.
extinguishes fires in the Engine and APU When you pull down the APU fire control handle, you
compartment. When you operate the Engines/APU fire also arm the bottle discharge toggle switch.
extinguishing system, it fills the Engine/APU You push the toggle switch to cause the APU bottle
compartment with halon gas to extinguish the fire. The
Engine/APU fire extinguishing system has these
components: EXTINGUISHER BOTTLES
S Fire extinguisher bottles
The engine fire extinguisher bottles contain the halon
S Overheat/Fire protection panel gas that extinguishes an engine fire, each engine fire
S APU ground control panel. extinguisher bottle contains a :
S Pressure gage and switch
The Overheat/Fire Control Panel S Safety relief port
S Two electrical connections
The overheat/fire control panel is on the P8 panel.
These are the displays on the overheat/fire control S Two discharge ports with squibs.
panel:
S WHEEL WELL fire warning light The two engine fire extinguisher bottles are in the
upper aft left corner of the left main wheel well.
S ENG OVERHEAT light
The APU fire extinguisher bottle is in the section 48
S Fire warning switch lights horizontal stabilizer accessory compartment.
S Bottle discharge lights
S FAULT light
EXTINGUISHER BOTTLE SQUIB
S APU DET INOP light
S EXT TEST lights The purpose of the squib is to break the diaphragm
seal and start the release of the halon gas from the
These are the controls on the overheat/fire control
bottle. The squib is an explosive device that operates
panel:
electrically.
S Fire warning switches
S TEST switch
S OVHT DET switches Power Supply
S EXT TEST switch The Power Supply for Fire Extinguishing is always
28VDC from the Hot Battery Bus.
When there is a fire condition, the Engine /APU fire
warning switch unlocks. You can also use the warning
switch override under the handle to unlock the switch. Pressure Indication
When you pull the Engine/APU fire warning switch up, The Pressure Gage allows to check the Bottle for
the Engine/APU systems are shutdown and isolated. correct pressure without removing the Fire Ex Bottles.
Turn the Engine/APU fire warning switch clockwise or
counter−clockwise. This causes the Engine/APU fire
extinguisher bottle to discharge halon gas. Pressure Switch
The Pressure Switch Triggers the Bottle Discharge
APU GROUND CONTROL PANEL Lights at the P8 OVHT/Fire Control Panel to on.
On the ground,the APU ground control panel gives you
visual and aural indications of an APU fire. The control
panel also lets you extinguish an APU fire. The APU Check Valve
ground control panel has these components: The Check Valves prevent the bottle pressure from
S Red fire warning light one bottle to enter the other bottle.
S Fire horn
S Horn cutout switch
Engine and APU Fire Ext Test
S APU fire control handle
The engine and APU fire extinguisher test does a
S Bottle discharge switch.
check for fire extinguisher bottle squib continuity.
The green test lights and bottle discharge lights come
When there is a fire in the APU, the horn and light on to show a successful test.
operate alternately and the APU stops.
When you push the horn cutout button the horn sound
stops and the red light stays on continuously.
Page 54 Lufthansa FRA US/O-7 GiM Jan 25, 2013

Technical Training
26−21

FRA US/O-7 GiM Jan 25, 2013 Lufthansa Page 55

Technical Training
26−21
B737−600/700/800/900
SQUIB 2 R
FIRE
28V DC HOT B
BAT BUS CW (R) RIGHT (R) LEFT (L)
O
FIRE PROT T FIRE BOTTLE FIRE BOTTLE
EXT RIGHT TO ENG 2 T
28V DC HOT SQUIB TEST CKT L PRESS IND
BAT BUS E
FIRE PROT
EXT ALT RIGHT
28V DC HOT SQUIB 1
BAT BUS PRESS SW
FIRE PROT
EXT LEFT TO ENG 2
28V DC HOT
BAT BUS CHECK VALVE
CCW (L) PRESS SW
FIRE PROT
EXT ALT LEFT
SYSTEMS SQUIB 2
P6 CB PANEL SHUTOFF
NORMAL L
ENGINE 1 SHOWN ENGINE 2 EQUIVALENT
SQUIB TEST CKT
B
O
T
T
SQUIB 1 L
E
03|ENG & APU Fire EXTINGUISHING|L3

Technical Training
PRESS SW
ENGINE FIRE EXTINGUISHING BOTTLES
(MAIN LANDING GEAR WHEEL WELL, LEFT SIDE)
TO ENG 1
Lufthansa
TO ENG 2
OVHT/ FIRE
WARNING HORN
PROTECTION
PANEL
DISCHARGE SW
28V DC HOT NORMAL
BAT BUS FIRE HANDLE
FIRE PROT
EXT APU A WARNING LIGHT
P
P6 CB PANEL
U
TO APU GCU
PRESS SW B
O P28 APU REMOTE CTRL PANEL
TO APU ECU
T
T
FIRE
L
SQUIB TEST E
R
CONTROL SQUIB
CARD
L DISCH SW
1
FIRE PROTECTION
28V DC PRESS SW
2 BAT BUS
FIRE
TO APU GCU TO APU COMPARTMENT
SQUIB
EXT TEST SW TO APU ECU

NORMAL
APU FIRE EXTINGUISHING BOTTLE (STAB COMP LEFT SIDE)
FRA US/O-7 GiM Jan 25, 2013 Figure 27 Engine & APU Fire Extinguishing System Schematic Page 56
LOWER CARGO SMOKE DETECTION
26−16
General lower cargo compartment.

The lower cargo compartment smoke detection
system gives warnings in the flight deck, if there is
Fire Extinguisher Bottle
smoke in a lower cargo compartment. The warnings
are for the forward and aft lower cargo compartments. The bottle contains halon fire extinguishing agent
pressurized with nitrogen. The fire extinguishing
bottles have these components:
Cargo Smoke Detection and Fire S Safety relief and fill port
Suppression Module S Pressure switch with test button
These are the components on the cargo smoke S Two discharge assemblies with squibs.
detection and fire suppression module:
S DETECTOR FAULT amber light is on if one or Power Source
more of the detectors has a
For Cargo Smoke detection the 28 VDC Battery Bus is
power failure.
the Power Source. For Cargo Fire Extinguishing the 28
S A three−position (A, NORM, B) DET SELECT VDC Hot Battery Bus is the Power Source.
SWITCH, one for each cargo
compartment.
Aural Warning Unit
S NORM position lets both detectors or with one
detector failed sense smoke The Aural Warning Unit sounds the Fire Bell when an
and give fire alarm. Cargo Smoke Condition is detected.
S A or B lets the selected detector sense smoke and
give fire alarm. Master Caution Annunciator
S TEST push button switch, does a test of cargo The Fire Warning, Master Caution and Master Caution
smoke detectors and annunciator Lights ( OVHT/DET ) are illuminated when
extinguishing system. a Smoke Condition is detected.
S FWD, AFT red cargo fire warning switchlight is on if
smoke is detected in Test CEU/Flight Compartment
the related cargo compartment.
Smoke Detection Test (CEU)
S Smoke detection in the forward or aft cargo These are the results of the test:
compartment puts on the two
S LAMP TEST, if any of the 16 red lights do not come
fire lights on the P7 panel and operates the fire bell
on, change the CEU
in the aural warning unit.
S PRESS TO TEST, all 16 red lights come on, test
passed.
Cargo Electronic Unit
If during test, the red light does not come on, change
The cargo electronic units monitors the forward and aft smoke detector or check jumper cable.
lower compartment smoke detectors. They are
identical. The cargo electronic units have these
At the same time, these show on P8−75:
components:
S 2 EXT FWD, AFT green lights come on
S 16 red light emitting diodes (LEDs)
S FWD and AFT red switchlights come on
S Lamp test switch
S DISCH amber light comes on.
S System test switch
S DETECTOR FAULT amber light is on.
S Electronic circuits
The CEUs are in the ceiling of the forward and the aft
lower cargo compartment. Smoke Detection Test (Flight Compartment)
These are the results of the test:
S TEST, 2 EXT FWD, AFT green lights come on
Cargo Smoke Detectors S FWD and AFT red switchlights come on
The smoke detectors monitor air in the lower forward S DISCH amber light comes on
and aft cargo compartments for smoke. The forward S FIRE red lights come on and bell rings
and aft lower cargo smoke detectors are identical.
The smoke detectors have these components: At the same time on the CEU, 16 red lights come on.
S Smoke detection chamber (internal) If the FWD or AFT red switchlight does not come on,
S Electronic circuit. select A or B on DET SELECT switch and do the test
again. A red light on the CEU not on shows you which
The smoke detectors use photoelectric cells to detect detector is failed or a problem with the external jumper
smoke. The smoke detectors are in pans in the ceiling loop.
of the forward lower cargo compartment and in the aft
Page 58 Lufthansa FRA US/O-7 GiM Jan 25, 2013

Technical Training
26−16
B737−600/700/800/900
SMOKE
DETECTOR (6)
CARGO LEFT MASTER CAUTION

ELECTRONIC ANNUNCIATOR (P7)
UNIT
SMOKE
DETECTOR (4)
FWD CARGO
SMOKE DETECTOR
CARGO
ELECTRONIC CARGO ELECTRONIC UNIT
UNIT (FWD CARGO COMPT) AURAL WARNING
UNIT
DET SELECT
EXT
FWD AFT NORM NORM DETECTOR
A B A B FAULT
C F
04|Lower Cargo Smoke Detection|L3

A FWD AFT DISCH I
R ARM
Technical Training
R
G
TEST E
O ARMED ARMED
FWD
FWD AFT DISCH
AFT CARGO
AFT CARGO COMPARTMENT SMOKE DETECTOR CARGO ELECTRONIC UNIT
Lufthansa
(AFT CARGO COMPT) CARGO FIRE CONTROL PANEL

(LOOKING AFT, LEFT SIDE)
28/16V DC
DC BUS 1 P
SECT 2 DISCH
MASTER DIM
SECT 7
P6 CB PANEL PRESSURE SW
28V DC TO DISCH
HOT BAT TEST CKT
BUS
LWR CARGO
FIRE EXT 1
FWD SQUIB
DISCH
ARMED
CARGO FIRE AFT SQUIB
LOWER CARGO SMOKE DETECTION
DISCHARGE FWD CARGO BOTTLE 1

SWITCH FIRE ARM SW
PRESSURE SW
28V DC
HOT BAT
BUS TO DISCH SAFETY
TEST CKT RELIEF AND
LWR CARGO FILL PORT
FIRE EXT 2
P18 CB PANEL
FIRE PROTECTION
ARMED DISCHARGE PORT

AIR SQUIB
AFT CARGO
60 MINUTE FIRE ARM SW
GND TIMER
R594 SYS 1
AIR/GND RELAY CARGO FIRE CONTROL PANEL (P8)
(J22)
FRA US/O-7 GiM Jan 25, 2013 Figure 28 Cargo Smoke Detection System Schematic Page 59
FLIGHT CONTROLS B737−600/700/800/900
AILERON SYSTEM
27−11
Reference to Figure 29 Aileron System Basic Schematic
ATA 27 FLIGHT CONTROLS

27−11 AILERON SYSTEM
SYSTEM DESCRIPTION Aileron Autopilot Actuator
GENERAL DESCRIPTION The output cranks of the autopilot actuators are linked
The aileron and aileron trim control system provides together and connected to the upper PCU crank on the
airplane lateral control about the longitudinal axis. The aileron quadrant assembly shaft. Output from either
aileron system consists of one aileron with balance tab autopilot actuator drives the quadrant assembly
on each wing. The ailerons are positioned by cables resulting in an input to both PCUs. The left autopilot
that are driven by two hydraulic power control units actuator is powered by hydraulic system B, the right by
located on the forward wall of the main wheel well. hydraulic system A. The control inputs come from the
Control inputs to these power control units are through respective Flight Control Computer.
a cable system actuated by rotation of either control
wheel, an electric aileron trim system or the Aileron Feel And Centering Unit
autopilot.The two control wheels are interconnected by The aileron feel and centering unit receives the aileron
cables attached to the base of each control column in inputs and controls the aileron PCUs. The unit gives a
the lower nose compartment. The left and right aileron feel force to the pilot. It also moves the control wheel
cables are driven by control drums at the base of each to a neutral position when there is no input. The
column.The left and right aileron cables run aft through aileron trim actuator changes the neutral position of
the outboard section of the floor beam to quadrant the ailerons and the control wheels.
assemblies above the main wheel well. Quadrant
assembly torque tubes project into the wheel well. The
aileron control quadrant assembly, centering spring Aileron Body Quadrants
and trim mechanism, electric trim actuator, aileron The aileron body quadrants move the wing cables to
power units and aileron control bus drums are located control the aileron position. Each aileron body
on the left forward wall of the main wheel well. quadrant connects to one crankshaft. The PCU
housing connects through a crank to the related
Aileron Control Wheel crankshaft. The cables from the upper quadrant
connect to the right wing quadrant. The cables from
The flight crew uses two control wheels for roll control the lower quadrant connect to the left wing quadrant.
operation.
Aileron Spring Cartridge
Aileron Transfer Mechanism
The aileron spring cartridge is a spring loaded rod. It
The aileron transfer mechanism supplies a load path connects the upper aileron PCU output with the spoiler
for roll control. In normal operation, the mechanism quadrant assembly shaft.
lets either pilot make the roll control commands. If the
control wheel cannot move, the transfer mechanism
lets the pilot operate the other control wheel. If the Aileron And Wing Quadrant
cable or a connection breaks, you can use the other Each wing cable connects the body quadrant with the
control wheel. aileron wing quadrant. A cable tension spring is at the
end of the cable run. The aileron front spar connects
Aileron Control Wheel Drum to the wing structure by hinges. Aileron movement is
controlled by a pushrod between the aileron and the
The aileron control wheel drum assembly connects the cable quadrant. The forward side of the aileron
two control wheels and the left body cables. connects to the balance panels. The balance tab
connects to the aileron rear spar by hinge fittings. The
Aileron Power Control Unit aileron balance panels and tab decrease the force
The aileron power control units supply the hydraulic necessary to move the aileron in flight during manual
power to move the ailerons. The upper PCU gets reversion.
system B pressure and the lower PCU gets system A
pressure.
Page 60 Lufthansa FRA US/T-2 RoU Jan 06, 2012

Technical Training
B737−600/700/800/900
27−11 FIRST OFFICER

CONTROL WHEEL
CAPTAIN
CONTROL
WHEEL BUS DRUM (2)
SPOILER CONTROL DRUM

TRANSFER MECHANISM
AND LOST MOTION DEVICE
AILERON
CONTROL
DRUM
WING
Technical Training
QUADRANT (2)
01|B736|Aileron Basic|L3
Lufthansa
INPUT ROD TO
RATIO CHANGER &
SPOILER MIXER
AILERON
CONTROL
QUADRANT
SPOILER
AILERON CONTROL
PCU (2) QUADRANT AILERON
BREAKOUT BALANCE TAB

MECHANISM
AILERON SPRING
CARTRIDGE
AILERON BODY
FLIGHT CONTROLS
QUADRANT (2)
AILERON SYSTEM
AILERON A/P ACT

MECHANICAL STOPS (2)
(3 DEGREES WHEEL DELAY)
FEEL & CENTERING

MECHANISM POGO INPUTS (4)
FRA US/T-2 RoU Jan 06, 2012 Figure 29 Aileron System Basic Schematic Page 61
FLIGHT CONTROL B737−600/700/800/900
FLIGHT SPOILER CONTROL SYSTEM
27−61
Reference to Figure 30 Flight Spoiler Control System Basic Schematic

27−61 FLIGHT SPOILER CONTROL SYSTEM
SYSTEM DESCRIPTION
GENERAL DESCRIPTION
Spoiler Mixer
The flight spoilers help the ailerons to control the
airplane roll. They also supply speedbrake control to The spoiler mixer combines the inputs from the spoiler
reduce lift and increase drag druring landing and control quadrant and the speedbrake lever. The spoiler
rejected takeoff. The control wheels and speedbrake mixer then sends the flight spoiler commands back to
lever are used to manually move the flight spoilers. the ratio changer and sends the ground spoiler
commands to the ground spoiler control valve. The
The control wheel gives mechanical input through the
ground spoiler control valve permits the ground
feel and centering unit to the aileron PCUs (Power
spoilers to operate.
Control Units). The aileron PCUs supply mechanical
inputs through the spoiler mixer and ratio changer to
the flight spoiler actuators. Hydraulic pressure from the Flight Spoiler Actuator Quadrants
spoiler shutoff valves on the flight control modular The flight spoiler actuator quadrants send the
packages goes to the actuators. After a specified commands to the flight spoiler actuators.
amount of control wheel movement, a control valve in
each flight spoiler actuator permits hydraulic power to
Flight Spoiler Actuators
move the actuators. Each actuator moves a flight
spoiler. The flight spoiler actuators use hydraulic power to
The speedbrake lever supplies mechanical inputs move the flight spoilers.
through the spoiler mixer and ratio changer to the flight
spoiler actuators. The spoiler mixer mixes the control
wheel input with the speedbrake lever input. The
actuators move the flight spoilers on each wing
symmetrically.
Control Wheel
The control wheel gives mechanical input to the aileron
PCUs to control the airplane roll.
Speedbrake Lever
The speedbrake lever sends mechanical inputs to the
spoiler ratio changer. The ratio changer sends the
inputs to the spoiler mixer.
Auto Speedbrake Actuator

The auto speedbrake actuator moves the speedbrake
lever during landings and RTOs (Rejected Takeoffs).
Spoiler Control Quadrant

The spoiler control quadrant receives inputs from the
control wheels and the aileron PCUs. The quadrant
sends these inputs to the spoiler ratio changer.
Spoiler Ratio Changer

The spoiler ratio changer receives inputs from the
spoiler control quadrant and the speedbrake lever. The
ratio changer sends the commands to the spoiler
mixer. The commands then go from the spoiler mixer
through the ratio changer to the flight spoiler actuator
quadrants.

Technical Training
27−61
B737−600/700/800/900
11
10
9
8
GROUND SPOILER
CONTROL VALVE
SPOILER
RATIO
CHANGER
SPOILER
MIXER
FLIGHT SPOILER
5 ACTUATOR
Technical Training
02|B736|Flight Spoiler|L3
3
Lufthansa
SPOILER 2
SPEEDBRAKE LEVER CONTROL
QUADRANT
CONTROL
WHEEL
AILERON
SPRING
CARTRIDGE FLIGHT SPOILER
ACTUATOR QUADRANT
BODY
QUADRANT
FLIGHT SPOILER CONTROL SYSTEM
TRANSFER
MECHANISM
FLIGHT CONTROL
AILERON PCU
AUTO SPEEDBRAKE
ACTUATOR
FRA US/O-7 RoU Sep 21, 2012 Figure 30 Flight Spoiler Control System Basic Schematic Page 63
GROUND SPOILER CONTROL SYSTEM
27−61
Reference to Figure 31 Ground Spoiler Control System Basic Schematic

27−61 GROUND SPOILER CONTROL SYSTEM
SYSTEM DESCRIPTION
GENERAL DESCRIPTION
Ground Spoiler Interlock Valve
The speedbrake lever supplies mechanical inputs
through ratio changer and the spoiler mixer to control The ground spoiler interlock valve is a mechanically
the flight spoilers and the ground spoilers. The spoiler operated hydraulic valve that is spring loaded to the air
mixer controls the ground spoiler control valve when mode position.
the speedbrake lever moves 31° The ground spoiler A push/pull cable attaches to the ground spoiler
actuators move the ground spoilers to full up on each interlock valve and to the right main landing gear upper
wing symmetrically when the airplane is on ground. torsion link. When the right main landing gear
compresses during landing, the cable controls the
Speedbrake Lever input crank of the interlock valve. The interlock valve
then moves to the ground mode position and sends
The speedbrake lever sends mechanical inputs to the hydraulic system A power from the ground spoiler
spoiler ratio changer. The ratio changer sends the control valve to the ground spoiler actuators.
inputs to the spoiler mixer. When the speedbrake lever
moves 31°, the spoiler mixer moves the ground spoiler
Ground Spoiler Actuators
control valve.
The ground spoiler actuators use hydraulic system A
Auto Speedbrake Actuator pressure to move the ground spoilers. Each ground
spoiler actuator has an internal mechanical lock which
The auto speedbrake actuator moves the speedbrake locks the actuator in the retract position when there is
lever during landings and RTOs (Refused Takeoffs). no extend pressure. The ground spoilers No. 1 and
No. 12 have one actuator. The ground spoilers No. 6
Spoiler Ratio Changer and No. 7 have two actuators.
The spoiler ratio changer receives inputs from the
spoiler control quadrant and the speedbrake lever. The
ratio changer sends the commands to the spoiler
mixer.
Spoiler Mixer
The spoiler mixer combines the inputs from the spoiler
control quadrant and the speedbrake lever. The spoiler
mixer then sends the flight spoiler commands back to
the ratio changer and sends the ground spoiler
commands to the ground spoiler control valve. The
ground spoiler control valve permits the ground
spoilers to operate.
Ground Spoiler Control Valve

The ground spoiler control valve sends hydraulic
power to the ground spoiler interlock valve when the
speedbrake lever moves 31 degrees.

Technical Training
12
27−61
B737−600/700/800/900
GROUND SPOILER
GROUND
SPOILER
GROUND
SPOILER
GROUND SPOILER 6
CONTROL VALVE
FLIGHT
SPOILERS
PUSH/PULL
Technical Training
03|B736|Ground Spoiler|L3
CABLE
1
GROUND
Lufthansa
GROUND SPOILER SPOILER SPOILER

INTERLOCK VALVE MIXER
GROUND
SPOILER
SPOILER ACTUATOR
RATIO
CHANGER
SPEEDBRAKE
SPEEDBRAKE LEVER LEVER CABLES
GROUND SPOILER CONTROL SYSTEM
AUTO SPEEDBRAKE
ACTUATOR
FWD
FLIGHT CONTROLS
FRA US/O-7 RoU Sep 21, 2012 Figure 31 Ground Spoiler Control System Basic Schematic Page 65
ELEVATOR AND TAB CONTROL SYSTEM
27−31
Reference to Figure 32 Elevator Control System Basic Schematic

27−31 ELEVATOR AND TAB CONTROL SYSTEM
SYSTEM DESCRIPTION
GENERAL DESCRIPTION
Elevator Power Control Units
The elevators control the pitch attitude of the airplane
about the lateral axis. The pilots manually control the The two elevator PCUs are on the empennage wall.
position of the elevators with forward and aft The right PCU gets system B pressure and the left
movement of the control column.When the autopilot PCU gets system A pressure. An elevator input goes
engages, it automatically controls the position of the through the input pogos to the PCU input cranks. The
elevators. During autopilot operation, the actuators primary and secondary input cranks move the slides in
backdrive the control columns. The control column the control valve and supply pressure to the actuator.
gives mechanical input to the elevator PCU (Power This causes the housing to move and changes the
Control Unit) through cables and linkages. The output torque tube position and the elevators move.
elevator PCU uses hydraulic pressure to mechanically
move the elevator through the output torque tube. Elevator Autopilot Actuators
The output cranks of the autopilot actuators are linked
Control Columns together and connected to the elevator input torque
The control columns extend through the flight tube. Output from either autopilot actuator drives the
compartment floor and attach to the elevator forward quadrant assembly resulting in an input to both PCUs.
control quadrants. They move the forward input torque
tube. This moves the elevator forward control Elevator Output Torque Tube
quadrants and the cables to control the elevator
The elevator output torque tube connects with the two
position. When the forward input torque tube moves, it
elevator PCUs. It also connects to both elevators
gives a mechanical input to the column cutout switch
through elevator control rods. It receives inputs from
modules.
the two elevator PCUs. When one or both of the PCUs
move, they move the torque tube and both elevators.
Elevator Input Torque Tube
The elevator input torque tube transmits elevator Elevators
inputs to the elevator PCUs. The elevator input torque
The elevators are attached to the rear spar of the
tube receives these inputs:
horizontal stabilizer. Each elevator has a tab and four
S Pilot inputs through the elevator aft control balance panels. When the output torque tube moves, it
quadrants moves the elevator control rods. This moves the
S Autopilot inputs through the elevator autopilot elevators.
actuator input crank
S Stabilizer position through the elevator feel and Elevator Feel Computer
centering unit
The elevator feel computer changes the control
S Mach trim actuator position through the elevator column forces as the airspeed changes and the
feel and centering unit. horizontal stabilizer moves. Hydraulic pressure from
When the elevator aft control quadrants move, they the system A and B flight control modules goes to the
move the elevator input torque tube. This moves the pressure ports. With the inputs airspeed and horizontal
elevator PCU input pogos. stabilizer position, the elevator feel computer sends
metered pressure output to the dual feel actuator. The
Elevator Feel and Centering Unit feel differential pressure switch monitors both
computer metered pressures. It closes when it
Feel force is provided by the feel and centering unit measures a difference of 25 percent between system
and the dual feel actuator. Inputs to the feel and A and B metered pressure and the FEEL DIFF
centering unit are provided by the stabilizer, the flight PRESS light on the P5 panel comes on.
control computers, and elevator feel computer. The
stabilizer inputs go through the elevator neutral shift
rods. The flight control computer inputs go through the Elevator Feel Shift Module
mach trim actuator. The elevator feel computer inputs The EFSM (Elevator Feel Shift Module) supplies
go through the dual feel actuator. The dual feel increased system A pressure to the dual feel actuator
actuator adds a variable feel force to the spring force to increase control column feel forces during a stall.
in the feel and centering unit.

Technical Training
27−31
B737−600/700/800/900
MACH TRIM ACT

FEEL
DIFF PRESS
MAIN NORMAL AUTO
ELECT PILOT
CENTERING
STATIC PITOT CAM
PORT PORT
ELEVATOR
FEEL AND
CUT OUT B HYD ELEV FEEL COMP CENTERING
SYS UNIT DUAL FEEL ACT
B RETURN ELEVATOR OUTPUT
A RETURN TORQUE TUBE
B A/P ELEV ACT
DIFF PRESS
Technical Training
A HYD SW A A/P ELEV ACT
04|B736|Elevator Basic|L3
SYS
ELEV CONTR ROD
Lufthansa
STAB TRIM
STATIC PITOT
OVERRIDE PORT PORT ELEVATOR
COLUMN
SWITCHING ELEVATOR FEEL SHIFT MODULE ELEVATOR PCU
MODULES
NORM
LIMIT HORIZONTAL ELEV INPUT ROD
CONTR
STABILIZER
MACH TRIM ACT
ELEV FEEL &

ELEVATOR AND TAB CONTROL SYSTEM
STAB MAN CENTERING UNIT

TRIM WHEELS
NEUTRAL SHIFT
STAB TRIM MECHANISM
ACTUATOR
FLIGHT CONTROLS
ELEVATOR INPUT
TORQUE TUBE
ELEV FWD CONTR ELEVATOR AFT
QUADRANT CONTROL QUADRANT
FRA US/O-7 RoU Sep 21, 2012 Figure 32 Elevator Control System Basic Schematic Page 67
RUDDER AND RUDDER TRIM SYSTEM
27−31
Reference to Figure 33 Rudder and Rudder Trim System Basic Schematic

27−21 RUDDER AND RUDDER TRIM SYSTEM
SYSTEM DESCRIPTION
GENERAL DESCRIPTION
Yaw Damper Solenoid Valve
The rudder controls the flight attitude of the airplane
about the vertical axis. The pilots manually command When engaged, the yaw damper system gives input to
a yaw input with the rudder pedals. An input is also the main PCU yaw damper solenoid valve. The
possible by the rudder trim control knob to control the solenoid valve moves and sends pressure from
rudder. When engaged, the yaw damper and WTRIS system B to the EHSV (Electrohydraulic Servo Valve).
(Wheel To Rudder Interconnect System) automatically
control the rudder. During yaw damper operation, there Yaw Damper Electrohydraulic Servo Valve
is no feedback to the rudder pedals.
When the EHSV moves, it sends pressure to move the
yaw damper actuator. The yaw damper actuator input
Main Rudder Power Control Unit mechanically adds to the pilot input on the internal
When the rudder pedals move, the rudder cables summing levers.
move. They move the aft control quadrant. It moves
rudder torque tube and the PCU input rods. When Delta P Sensor
each hydraulic system pressure is on, hydraulic
The Delta P Sensor of the FFM (Force Fight Monitor)
pressure moves each bypass valve to the non bypass
finds opposite pressure on the A and B sides of the
position. Pressure from system A and system B goes
tandem actuator. The FFM commands pressure to the
to the respective servo valve. The servo valves send
standby PCU when finds opposite pressure on the A
pressure to the tandem actuator. This moves the PCU
and B sides of the tandem actuator.
piston and the rudder. The external summing lever
resets the control valve when the rudder moves to the
selected position. When hydraulic system A or B Rudder Feel and Centering Unit
pressure is removed, the associated bypass valve The rudder feel and centering unit gives artificial feel to
moves to the bypass position. This connects both the rudder pedals, centers the input to the PCU, and
sides of the piston, prevents a hydraulic lock, and lets transmits trim inputs to the aft control components.
the hydraulic system with pressure move the actuator.
Rudder Trim Actuator
Standby Rudder Power Control Unit
The rudder trim control knob operates the electrical
The standby rudder power control unit uses alternate trim actuator. The trim actuator changes the neutral
hydraulic power to move the rudder. When standby position of the rudder and the rudder pedals.
hydraulic pressure is on, it opens the bypass valve and
connects the actuator chambers to separate control
ports. When the the rudder pedals move, the rudder
input rod moves. This moves the external summing
lever and the input crank. This positions the control
valve to apply pressure to one chamber and open the
other to return. The standby rudder PCU piston moves
the rudder. As the PCU piston moves, the summing
lever moves the input crank to null out the input. This
stops the PCU movement at the correct position.
Load Limiter Valves

The load limiter function limits rudder authority when
the airspeed is more than 137 knots. When the load

limiter solenoid valves energize, it sends pressure to
the lock pistons in the load limit relief valve. The lock
pistons move and release the modulating valve. The
modulating valve reduces the working pressure to both
the A and B pistons to 2200 psi. The rudder output
force is now 25% less which reduces rudder authority
at blowdown.

Technical Training
27−31
B737−600/700/800/900
FLT CONTROL STANDBY

A B HYD
E.H. SERVO STBY STBY
LOW
VALVE RUD RUD
QUANTITY
YAW LOW
DAMPER OFF OFF PRESSURE
LVDT STBY
YAW DAMPER A ON B ON RUD ON
YAW DAMPER ACTUATOR YAW DAMPER SOL ALTERNATE FLAPS
INTERNAL
RELIEF VALVES
INTERNAL SUMMING LOW LOW
OFF
UP
SUMMING LEVER LEVER PRESSURE PRESSURE
OFF
SPOILER
DOWN
A B
ARM
RA RB
OFF OFF
FEEL DIFF
SERVO SERVO INLET PRESS
INLET VALVE VALVE CHECK ON ON
SPEED TRIM
CHECK BYPASS BYPASS VALVE FAIL
VALVE VALVE VALVE PB YAW DAMPER MACH TRIM
YAW FAIL
PA INLET DAMPER
AUTO SLAT
INLET FILTER
C4 C3 C2 C1 FAIL
FILTER RUDDER OFF
LOAD
ON
LIMITER
Technical Training
LOAD
SOL FLIGHT CONTROL PANEL P5
05|B736|Rudder Basic|L3
LIMITER
SOL
RUDDER
STANDBY
Lufthansa
RUDDER
LOAD LIMITER B SYSTEM PCU
CROSS PORT EXTERNAL
RELIEF VALVE SUMMING
(2 LOCATIONS) LEVER
A SYSTEM
EXTERNAL
SUMMING
DELTA P SENSOR LEVER
MAIN RUDDER PCU

TORQUE TUBE
RUDDER
RUDDER AND RUDDER TRIM SYSTEM
FEEL & CENTERING CONTROL

UNIT RODS
MAIN
RUDDER
PCU EXTERNAL
RUDDER SUMMING
AFT QUADRANT INPUT
CRANKS LEVERS
RUDDER
TRIM
FLIGHT CONTROLS
ACTUATOR
FRA US/O-7 RoU Sep 21, 2012 Figure 33 Rudder and Rudder Trim System Basic Schematic Page 69
HORIZONTAL STABILIZER TRIM
CONTROL SYSTEM 27−41
Reference to Figure 34 Horizontal Stabilizer Trim Control System Basic Schematic

27−41 HORIZONTAL STABILIZER TRIM CONTROL SYSTEM
SYSTEM DESCRIPTION Column Cutout Switches
GENERAL DESCRIPTION There are two Column Switching Modules. The column
The horizontal stabilizer controls the pitch trim of the cutout switches stop the stabilizer trim when the
airplane about the lateral axis. Main electric control of control column is moved in a direction opposite the
the horizontal stabilizer position is by the stabilizer trim trim direction.
switches. When the autopilot engages, it controls the
position of the horizontal stabilizer. During autopilot or Stabilizer Trim Cutout Switches
main electric operation, the actuator backdrives the The stabilizer trim cutout switches are used to stop the
stabilizer trim wheels in the cockpit. Also, the stabilizer stabilizer trim actuator.
trim wheels on each side of the control stand can be
used to trim the horizontal stabilizer manually. This is
the priority for control of the stabilizer: Stabilizer Trim Override Switch
S Manual Trim - Trim wheels on the control stand The pilots use the stabilizer trim override switch to
S Main Electric Trim - Switches on the control wheels bypass the column cutout switches.
S Autopilot Trim - Pitch channel or speed trim system
Stabilizer Trim Limit Switches
Stabilizer Manual Trim Wheels The stabilizer trim limit switches limit the range of
stabilizer motion (airplane nose up/down) during main
When the trim wheels are turned by the handles, this
electric trim and autopilot trim operation. There are
moves the sprocket and chain and drives the forward
different limits for manual, autopilot, and for flaps up
cable drum. This moves the cables that go to the aft
and flaps down. The takeoff warning switches tell the
cable drum. The aft cable drum moves and drives the pilot of incorrect stabilizer position at takeoff (out of
gearbox and jackscrew and the stabilizer. green band).
Forward Cable Drum and Forward Control

Stabilizer Trim Actuator
Mechanism
The stabilizer trim actuator is a multispeed, 115 volt,
During electrical operation of the stabilizer the
three phase, 400 Hz AC motor. The flaps up switch
jackscrew and gearbox assembly drives the forward
(S245) on the Flap Control Unit controls the speed of
control mechanism, through the cables, to provide
trim actuator. When the flaps are up, the low speed
stabilizer position indication and rotate the trim wheels.
trim mode is engaged.
Manual control is accomplished by rotating either trim
wheel on the control stand. Operation of the forward
control mechanism drives the jackscrew and Stabilizer
gearbox assembly via the cables to position the The horizontal stabilizer assembly consists of a left
stabilizer. and right section attached to a center section. The
horizontal stabilizer moves a total of 17.1 degrees in
Stabilizer Trim Indication these directions:
When the forward control mechanism moves, it drives S 4.2 degrees stabilizer leading edge up (airplane
a jackshaft through a flexible cable which transmits nose down trim)
motion to a linkage that positions the indicator needle. S 12.9 degrees stabilizer leading edge down (airplane
nose up trim).
Stabilizer Trim Switches
Neutral Shift Mechanism
Two stabilizer trim switches are installed for main
electric trim control. The switches are on the outboard When the stabilizer moves, it moves the two elevator
side of each control wheel. This gives electric input to neutral shift rods. The neutral shift rods provide an
the stabilizer trim actuator. The motor operates and input to the elevators through the mach trim actuator,
drives the gearbox and stabilizer jackscrew. the feel and centering unit, and the elevator input
torque tube to the PCUs. When the elevator input
torque tube moves, it also backdrives the control
cables which move the control columns to their new
neutral position.

Technical Training
27−41
B737−600/700/800/900
AUTOPILOT
MAIN NORMAL AUTO INPUTS
ELECT PILOT
COLUMN
CUT OUT SWITCHING
MODULES STAB TRIM LIMIT SWITCHES
ELEVATOR OUTPUT
TORQUE TUBE
B A/P ELEV ACT
A A/P ELEV ACT

ELEV CONTR ROD
Technical Training
06|B736|Horiz Stabilizer|L3
STAB TRIM CUT OUT
OVERRIDE CUT OUT ELEVATOR

Lufthansa
COLUMN
SWITCHING ELEVATOR PCU
MODULES
NORM
LIMIT HORIZONTAL ELEV INPUT ROD
CONTR
STABILIZER
MACH TRIM ACT
STAB MAN ELEV FEEL &

CENTERING UNIT
TRIM WHEELS
STAB TRIM
HORIZONTAL STABILIZER TRIM CONTROL
NEUTRAL SHIFT
LIMIT SWITCHES MECHANISM
COLUMN
SWITCHING STAB TRIM
MODULES ACTUATOR
ELEVATOR INPUT
FLIGHT CONTROLS
TORQUE TUBE
AFT CABLE ELEVATOR AFT
DRUM CONTROL QUADRANT
SYSTEM
FWD CABLE
DRUM
FRA US/O-7 RoU Sep 21, 2012 Figure 34 Horizontal Stabilizer Trim Control System Basic Schematic Page 71
FLIGHT CONTROLSNAME B737−600/700/800/900
TE FLAP SYSTEM
27−51
Reference to Figure 35 TE Flap System Basic System

27−51 TE FLAP SYSTEM
SYSTEM DESCRIPTION Flap Power Drive Unit
For normal operation, the flap lever makes the The TE PDU uses hydraulic or electric power to turn
commands to the TE flaps to move. The flap lever the TE flap torque tubes and the follow up cables. The
moves a cable system that supplies a mechanical flap PDU has these components:
input to a flap control valve in the flap control unit. The
flap control valve sends system B hydraulic power S Gearbox
through the bypass valve to the flap PDU (Power Drive S Hydraulic motor
Unit). The PDU moves the flap drive system to move S Electric motor
the TE flaps. The PDU supplies a mechanical There is a manual drive connection on the flap PDU
feedback to the flap control valve as the flap drive that lets you manually move the TE flaps.
system moves. The flap PDU also supplies a
mechanical input to the leading edge devices control
valve and the flap limit switches in the flap control unit. Trailing Edge Flap Bypass Valve
If hydraulic power is not available, you can manually The TE flap bypass valve prevents the hydraulic
select alternate operation. During alternate operation, operation of the TE flaps during these conditions:
the alternate flaps switches make the command to the S Alternate flap operation
flaps and electrical power moves them. S TE flap skew
S TE flaps asymmetry
Flap Lever
S TE flaps UCM.
The flap lever is a spring loaded, telescoping handle. It When the bypass valve is in the normal position, it
attaches to the flap lever quadrant in the control stand. permits hydraulic power from the flap control valve to
The quadrant moves the flap cables that supply inputs go to the TE flap hydraulic motor.
to the flap control unit. The flap lever position sensor
sends flap lever position data to the FSEU for the T/E
Alternate Flaps Switches
Flaps UCM detection functions. The flap lever position
switches monitor flap lever position for the flap load During the alternate operation, the alternate flaps
relief function and the L/E Devices UCM switches control the TE flap electric motor and flap
(Uncommanded Motion) function. bypass valve. When you move the alternate flaps arm
switch to the ARM position, electrical power becomes
Flap Control Unit available to the alternate flaps control switch (Note:
The standby hydraulic pump motor operates when the
The flap control unit receives mechanical inputs from alternate flap arm switch is in the ARM position).
the flap lever and sends hydraulic power to the T/E
When you move and hold the alternate flaps control
PDU and the L/E Device actuators. Also, it controls the
switch in the DOWN position, the TE flap electric
four T/E flap position switches.
motor receive electrical power. The electric motor
The TE flap control valve receives mechanical and moves the TE flaps until you release the switch or
electrical inputs and sends hydraulic power to the flap move it to the OFF position.
PDU. The flap load relief solenoid is on the TE flap
control valve. When this solenoid energizes, the TE
Torque Tubes and Torque Tube Supports
flaps retract from the flaps 40 or 30 positions to the
next lower position. The flap torque tubes transmit power from the TE flap
PDU, through the angle gearboxes, to the flap
transmissions. There are 16 torque tubes of different
Flap Priority Valve and Flow Limiter lengths for the flap drive system. There is one torque
tube support between the two outboard flap
The TE flap priority valve and the flow limiter control transmissions on each wing.
the flow of hydraulic fluid to the TE flap hydraulic

components. The priority valve gives priority of system
B hydraulic power to the LE devices over the TE flaps
if If the system B hydraulic pressure is less than 2400
psi. The flow limiter limits the hydraulic fluid flow to 14
gpm this limits the speed of movement of the TE flaps.
Page 72 Lufthansa FRA US/O-7 GiM/RoU Sep 21, 2012

Technical Training
27−51
B737−600/700/800/900
FLAP CONTROL LEVER
28V DC FLAP LEVER
BUS 1 POS SW (UP)
SECT 2 FLIGHT FLAP LEVER
CONTR POS SW (30,40)
FLAP SOV
HYD SYS B HYD SYS B

PRESSURE RETURN
FLAP LEVER
POSITION
SENSOR
PRIORITY
PIVOT VALVE FLOW
FLAP POS INDICATOR
LIMITER
SKEW DET
ASYM DET
UCM DET FOLLOW UP SLEEVE
CAM FOLLOWER
CTRL VLV
FLAP CONTROL UNIT FLAP LOAD LIM

FLAP/SLAT ELECTRONICS UNIT SOL VLV
FOLLOW−UP
CABLES
MOD LEVEL
07|B736|Trailing Flaps Basic|L3

Technical Training
HYD
TE FLAP
MOTOR
BYPASS VLV
(NORMAL)
Lufthansa
CASE DRAIN
FSEU
TO LEFT TO RIGHT
TE FLAPS TE FLAPS
TORQUE TUBE
ALTERNATE
FLAP DRIVE
ELEC MOTOR
FLAP PDU
SEAL RIB MLG BEAM

ANGLE GBX ANGLE GBX
FLAP LEVER CABLES
TORQUE TUBE
TRANSMISSION #2,
TORQUE
BALLSCREW &
TUBE GIMBAL
SUPPORT TRANSMISSION #3 TEE ANGLE GBX
FLAP POSITION TRANSMITTER

FLAP
CONTROL
TRANSMISSION #4 UNIT
TORQUE TUBE TO
RIGHT FLAPS
INBOARD FLAP
FLIGHT CONTROLSNAME
TRANSMISSION #1
OUTBOARD FLAP
TE FLAP SYSTEM
AFT FLAP
AFT FLAP
FLAP SKEW SENSOR
FRA US/O-7 GiM/RoU Sep 21, 2012 Figure 35 TE Flap System Basic System Page 73
FLIGHT CONTROLSNAME B737−600/700/800/900
TE FLAP SYSTEM
27−51
Reference to Figure 36 TE Flap System Basic System Cont.
TE FLAP SYSTEM BASIC CONT.

Flap Transmissions, Ballscrews and Flap Slat Electronics Unit
Gimbals The FSEU (Flap/Slat Electronics Unit) supplies some
Each TE flap transmission transmits the power from control and monitor functions for the TE flaps and the
the torque tubes to the universal joint and ballscrew. LE devices. The FSEU can help you find and isolate a
When the ballscrew moves, the gimbal moves. failure in the TE flap system and the LE flap and slat
This causes the TE flap to move. Each transmission system. Front panel BITE on the FSEU lets you
has a torque brake that prevents excessive loads on interface with the BITE functions in the FSEU.
the ballscrew if the flap does not move freely. The The FSEU includes these functions for the TE flaps
torque brake operates in either direction of flap and LE devices:
movement. Each transmission also has two no back
S TE flap position indication
brakes. The no back brakes prevent TE flaps
retraction because of airloads. The transmission turns S TE flap load relief
the ballscrew through the universal joint. The ballscrew S TE flap skew and asymmetry detection
has a ballscrew nut which connects to the gimbal. As S TE flap uncommanded motion detection
the ballscrew turns, the ballscrew nut moves the
S LE flap and slat position indication
gimbal. The gimbal moves the TE flap surface. The
gimbal connects to the ballscrew nut and moves as the S LE cruise depressurization
ballscrew turns. S LE flap and slat uncommanded motion detection
S BITE
Flap Position Transmitters
There are two flap position transmitters. The flap
position transmitters send flap position data to these
components:
S FSEU
S FCCs (2)
S SMYDs (2)
The FSEU uses the flap position data to control the left
and right needles in the flap position indicator.
Flap Skew Sensors

The flap skew sensors send flap position data to the
FSEU. The FSEU uses this data to monitor the
alignment of the TE flaps. There are eight flap skew
sensors. There is one sensor at each flap drive
mechanism. The FSEU compares the data from
symmetrical sensors. If the difference in the position of
two symmetrical sensors is more than a limit, then
there is a skew condition. The FSEU sends electrical
power to the T/E flap bypass valve. This stops the
hydraulic operation of the TE flaps. Also the FSEU
sends an input to the flap position indicator to split the
needles 15 degrees.
Flap Position Indicator

The flap position indicator shows the position of the left

and right wing TE flaps independently. The flap
position indicator has left and right needles to show
the position of the left and right wing TE flaps
independently.
Page 74 Lufthansa FRA US/O-7 GiM/RoU Sep 21, 2012

Technical Training
27−51
B737−600/700/800/900
FLAP CONTROL LEVER
28V DC FLAP LEVER
BUS 1 POS SW (UP)
SECT 2 FLIGHT FLAP LEVER
CONTR POS SW (30,40)
FLAP SOV
HYD SYS B HYD SYS B

PRESSURE RETURN
FLAP LEVER
POSITION
SENSOR
PRIORITY
PIVOT VALVE FLOW
FLAP POS INDICATOR
LIMITER
SKEW DET
ASYM DET
UCM DET FOLLOW UP SLEEVE
CAM FOLLOWER
CTRL VLV
FLAP CONTROL UNIT FLAP LOAD LIM

FLAP/SLAT ELECTRONICS UNIT SOL VLV
FOLLOW−UP
CABLES
MOD LEVEL
08|B736|Trailing Flaps Cont.|L3

Technical Training
HYD
TE FLAP
MOTOR
BYPASS VLV
(NORMAL)
Lufthansa
CASE DRAIN
FSEU
TO LEFT TO RIGHT
TE FLAPS TE FLAPS
TORQUE TUBE
ALTERNATE
FLAP DRIVE
ELEC MOTOR
FLAP PDU
SEAL RIB MLG BEAM

ANGLE GBX ANGLE GBX
FLAP LEVER CABLES
TORQUE TUBE
TRANSMISSION #2,
TORQUE
BALLSCREW &
TUBE GIMBAL
SUPPORT TRANSMISSION #3 TEE ANGLE GBX
FLAP POSITION TRANSMITTER

FLAP
CONTROL
TRANSMISSION #4 UNIT
TORQUE TUBE TO
RIGHT FLAPS
INBOARD FLAP
FLIGHT CONTROLSNAME
TRANSMISSION #1
OUTBOARD FLAP
TE FLAP SYSTEM
AFT FLAP
AFT FLAP
FLAP SKEW SENSOR
FRA US/O-7 GiM/RoU Sep 21, 2012 Figure 36 TE Flap System Basic System Cont. Page 75
LE FLAP & SLAT CONTROL SYSTEM
27−81
Reference to Figure 37 LE. Flap & Slat Sys. Schematic
27−81 LE FLAP & SLAT CONTROL SYSTEM

SYSTEM DESCRIPTION LE Uncommanded Motion Shutoff Valve
The LE devices include two Krueger flaps and four The LE UCM shutoff valve prevents LE flap and slat
slats on the leading edge of each wing. During cruise, movement if two or more LE flaps or slats move away
these surfaces fully retract. These surfaces extend from their commanded position. It is normally open.
during takeoff to increase lift, which permits slower This permits hydraulic system B pressure to the retract
speeds for airplane rotation. During landing, the LE lines of the LE flap and slat actuators. The valve
slats fully extend to increase lift and help prevent a closes when all the LE flaps and slats move to their
stall. During the normal operation, the LE flaps and commanded position and then these conditions occur:
slats are mechanically controlled. During the alternate
operation, the LE flaps and slats are electrically S Two or more LE flaps or slats move away from the
controlled. flap lever position
S Flap lever is in a detent.
LE Flap & Slat Control Valve This stops the hydraulic system B pressure to the
retract lines of the LE flap and slat actuators. This
The TE flap PDU gives mechanical inputs to the LE prevents movement of the LE flaps and slats. The
flap and slat control valve during normal operation. function is not available if the airplane speed is less
The flap lever moves a cable system that supplies a than 60 knots or if the alternate flaps arm switch is at
mechanical input to the TE flap system. This inputs ARM.
move the LE flap and slat control valve. The LE flap
and slat control valve receives hydraulic system B
pressure from the LE cruise depressurization valve. It Autoslat Control Valve
sends hydraulic power through the autoslat control The autoslat control valve causes the LE slats to move
valve to the extend lines of the LE flap and slat from extend to full extend if the airplane gets near a
actuators. stall condition. This valve supplies pressure to the full
extend port on the LE slat actuators. The autoslat
LE Cruise Depressurization Valve operation occurs when all of these conditions occur:
The LE cruise depressurization valve is normally open. S Flap lever at 1, 2 or 5
This permits hydraulic system B pressure to the LE S Airplane gets near a stall condition
flap and slat control valve. The LE flap and slat S Alternate operation is not active.
control valve sends this pressure to the extend lines of When all of these conditions occur, the SMYDs
the LE flap and slat actuators. It closes when all these energize the two solenoids. The solenoid valves send
conditions occur for 5 seconds: extend pressure to the pressure. operated valves.
S Airplane in air This permits either pressure. operated valve to send
S Flap lever at up extend pressure to the full extend port on the LE slat
actuators. If one valve, solenoid, or SMYD has a
S LE flaps and slats at up.
failure, the pressure still goes to the actuators.
It does not operate if the alternate flaps
arm switch is in the ARM position.
Page 77 Lufthansa FRA US/O-7 GiM / RoU Sep 21, 2012

Technical Training
27−81
B737−600/700/800/900
STANDBY
HYDRAULIC POWER TRANSFER
HYDRAULIC
SYSTEM B UNIT (PTU)
SYSTEM
M
LE DEVICES
LE STBY DRIVE ANNUNCIATER
SOV
PANEL
HYD FUSE
FLOW
LIMITING STATIC
SENSITIVE
PRESSURE VALVE ”BITE INSTRUCTIONS”
RELIEF VLV ON/OFF: START OR STOP BITE
MENU: TO DISPLAY MENU
FLAP LEVER UP YES/NO: IN RESPONSE TO
QUESTION (?)
ALL L.E. FLAPS RETR OR : TO SCROLL THROUGH
MENU OR RESULTS
AT LEAST 7 L.E. SLATS RETR
FLAP LEVER IN DETENT

AIRSPEED > 60 KTS
PRESS ALTN FLAP NOT ARM
S OPER S MENU
ON
VLV AUTOSLAT NOT COMMANDED OFF
YES NO
MANUAL MANUAL MIN 2 LE FLAPS UCM
OVER OVER MIN 3 LE SLATS UCM
LEVER LEVER
Technical Training
FLAP/SLAT ELECTRONICS UNIT
09|B736Leading Edge Slat|L3

LE CRUISE DEPRESS STALL MANAGEMENT
LE UCM SOV YAW DAMPER
VALVE MOD LEVEL
P/N 65− 52822− XX
S/N XXXXXXXXXXXX
XXXXXXXXXXX
MOD
RETRACT XXXXXXXXXXXX
Lufthansa
LE FLAP & SLAT

CTRL VLV
FSEU SMYD 1 & 2
EXTEND
FULL EXTEND SYS

BLOCKING
VALVE
TO L/H WING
SOL 1
STBY SYS TO LE SLAT

BLOCKING # 6,7,8
VALVE
SOL 2
PRESS
OPER
VLV FOLLOW−UP
CABLES
AUTOSLAT CONTROL VALVE
FLIGHT CONTROLS
HYD MOTOR
EXTEND
RETRACT FULL EXTEND TO RIGHT
TO LEFT TE FLAPS
TE FLAPS
LE FLAP & SLAT CTRL VLV POS

FLAP PDU
FRA US/O-7 GiM / RoU Sep 21, 2012 Figure 37 LE. Flap & Slat Sys. Schematic Page 78
27−81
Reference to Figure 38 LE. Flap & Slat Sys. Schematic (Cont.)
LE Standby Drive Shutoff Valve LE FLAPS TRANSIT Light

When the alternate flaps arm switch is in the ARM The LE FLAPS TRANSIT light shows amber when a
position, electrical power becomes available to the LE flap or slat is not in the correct position or when a
alternate flaps control switch. The ARM switch LE UCM (Uncommanded Motion) occurs.
supplies signals to the standby hydraulic system to
operate the standby hydraulic pump. When the Stall Management Yaw Damper
alternate flaps control switch is in the down position,
the LE The LE standby shutoff valve opens. If the PTU Two SMYD (Stall Management Yaw Damper)
was operating, it stops. The standby hydraulic computers calculate the autoslat commands. Each
pressure supplies pressure to the LE flap and slat SMYD sends an autoslat signal to the autoslat control
actuators, and these actuators extend. The LE flaps valve. The autoslat control valve sends hydraulic
move to the extend position and the LE slats move to power from hydraulic system B to the LE slat
the full extend position. actuators. This causes the LE slats to fully extend.
During the alternate operation, the LE flaps and slats
can not retract. You must
use the normal operation to retract the surfaces.
LE Flap Actuators
During extension in the normal operation, the actuator
receives retract pressure from hydraulic system B and
extend pressure from the LE flap and slat control
valve. This causes the system blocking valve to open,
which permits pressure to both sides of the piston.
When the pressure is the same on both sides of the
piston, the piston extends.
LE Slat Actuators
During the normal operation, hydraulic system B
supplies hydraulic power to the LE slat actuators. The
LE flap and slat control valve supplies extend pressure
to the LE slat actuators. Hydraulic system, B supplies
retract pressure to the LE slat actuators. During the
alternate operation, the standby system supplies
hydraulic power to the LE slat actuators to fully extend
the LE slats. The LE slats do not retract during the
alternate operation. The LE slat actuators have the
three positions: Retract, Extend and Full Extend.
LE Devices Annunciator Panel

When the LE flaps and slats are in the retract position,
all the lights go out of view. When the surfaces move,
the transit lights show. When the surfaces are in the
extend position, the extend lights show. When the LE
slats are in the full extend position, the full extend
lights show. There is a test switch on the LE devices
annunciator panel. When you push this switch, all the
lights show.
LE FLAPS EXT Light

The LE FLAPS EXT light green shows green when all
of the LE flaps and slats are in an extend or full extend
position.
Page 79 Lufthansa FRA US/O-7 GiM / RoU Sep 21, 2012

Technical Training
27−81
B737−600/700/800/900
STANDBY
HYDRAULIC POWER TRANSFER
HYDRAULIC
SYSTEM B UNIT (PTU)
SYSTEM
M
LE DEVICES
LE STBY DRIVE ANNUNCIATER
SOV
PANEL
HYD FUSE
FLOW
LIMITING STATIC
SENSITIVE
PRESSURE VALVE ”BITE INSTRUCTIONS”
RELIEF VLV ON/OFF: START OR STOP BITE
MENU: TO DISPLAY MENU
FLAP LEVER UP YES/NO: IN RESPONSE TO
QUESTION (?)
ALL L.E. FLAPS RETR OR : TO SCROLL THROUGH
MENU OR RESULTS
AT LEAST 7 L.E. SLATS RETR
FLAP LEVER IN DETENT

AIRSPEED > 60 KTS
PRESS ALTN FLAP NOT ARM
S OPER S MENU
ON
VLV AUTOSLAT NOT COMMANDED OFF
YES NO
MANUAL MANUAL MIN 2 LE FLAPS UCM
OVER OVER MIN 3 LE SLATS UCM
10|B736Leading Edge Slat(Cont)|L3

LEVER LEVER
Technical Training
FLAP/SLAT ELECTRONICS UNIT
LE CRUISE DEPRESS STALL MANAGEMENT

LE UCM SOV YAW DAMPER
VALVE MOD LEVEL
P/N 65− 52822− XX
S/N XXXXXXXXXXXX
XXXXXXXXXXX
MOD
RETRACT XXXXXXXXXXXX
Lufthansa
LE FLAP & SLAT

CTRL VLV
FSEU SMYD 1 & 2
EXTEND
FULL EXTEND SYS

BLOCKING
VALVE
TO L/H WING
SOL 1
STBY SYS TO LE SLAT

BLOCKING # 6,7,8
VALVE
SOL 2
PRESS
OPER
VLV FOLLOW−UP
CABLES
AUTOSLAT CONTROL VALVE
FLIGHT CONTROLS
HYD MOTOR
EXTEND
RETRACT FULL EXTEND TO RIGHT
TO LEFT TE FLAPS
TE FLAPS
LE FLAP & SLAT CTRL VLV POS

FLAP PDU
FRA US/O-7 GiM / RoU Sep 21, 2012 Figure 38 LE. Flap & Slat Sys. Schematic (Cont.) Page 80
FUEL B737−600/700/800/900
GENERAL
28−00
Reference to Figure 39 Fuel System Basic Schematic
ATA 28 FUEL Fueling Valves

The fueling valves control fuel flow to the fuel tanks. A
28−00 GENERAL solenoid controls the valve while fuel pressure
operates the valve. A manual override plunger on each
valve permits manual operation.
SYSTEM DESCRIPTION
Fueling Float Switches
GENERAL DESCRIPTION
The fuel tanks store fuel for use by the engines and The fueling float switches prevent over−fueling the fuel
the APU. The pressure fueling system lets you add tanks.The fueling float switches remove power to the
fuel to each tank. The fueling station is on the right fueling valves when the fuel level in the tank is full.
wing. You also do defueling and fuel transfer at the
fueling station. Center Tank Boost Pumps
Control of the engine and APU fuel feed system is on The center tank boost pumps supply fuel from the
the P5 panel. Fuel quantity of each tank shows in the center tank to the engine fuel feed manifold.
flight compartment and at the fueling station.
BITE is available to maintenance personnel through Main Tank Fwd And Aft Boost Pumps
the CDU (Control Display Unit).
The boost pumps supply fuel from main tanks to the
Fuel Panel engine feed manifold.
The fuel panel is on the P5 overhead panel. Switches Engine Fuel Pump
on the panel control the boost pumps and the
crossfeed valve. The engine fuel pump supplies pressurized fuel to the
Boost pump LOW PRESSURE lights come on when servo and metering sections of the HMU.
boost pump pressure is low.
Center tank boost pump LOW PRESSURE lights Engine Fuel Spar Valve
come on when the center tank boost pump switch is in The engine fuel spar valves control fuel flow to the
the ON position and center tank boost pump pressure engines. The engine start levers and the engine fire
is low. switches control the engine fuel spar valves.
FUEL VALVE CLOSED lights come on dim when the
engine fuel spar valve is closed. The FUEL VALVE Crossfeed Valve
CLOSED lights come on bright when there is a
disagreement between the switch and valve position. The crossfeed valve lets fuel flow between the left and
The FUEL VALVE CLOSED lights are off when the right engine fuel feed manifolds. With the connection
engine fuel spar valve is open. of the two engine fuel feed manifolds, one fuel tank
supplies fuel to both engines.
The crossfeed VALVE OPEN light comes on dim when
the crossfeed valve is open. The crossfeed VALVE
OPEN light comes on brightly when there is a Defuel Valve
disagreement between the switch and valve position. The defuel valve connects the right engine fuel feed
The crossfeed VALVE OPEN light is off when the manifold with the defuel manifold. This permits
crossfeed valve is closed. removal of fuel from the fuel tanks.
Fueling Panel P15 APU Fuel Shutoff Valve

The blue valve position lights come on when the The APU fuel shutoff valve lets fuel flow from the left
fueling shutoff valve solenoids have power. The light engine fuel feed manifold to the APU.
does not show that the fueling valve is open.
The fueling valve control switches are two−position Fuel Quantity Indicating System
switches. The fueling valve solenoid energizes when
you put the switch in OPEN and power is available. The FQIS (Fuel Quantity Indicating System) measures
The valve opens if fuel pressure is available at the the fuel volume in the fuel tanks. The FQIS also
fueling manifold. In the CLOSED position, the fueling calculates the fuel weight in the fuel tanks.
valve solenoid de−energizes and the valve closes. These are the FQIS components:
S Fuel quantity processor unit
S Tank units
S Compensators
S Wiring harnesses.
Page 82 Lufthansa FRA UST-2 GiM/ScV Sep 21, 2012
Technical Training
28−00
B737−600/700/800/900 ENG VALVE ENG VALVE
CLOSED CLOSED
0
SPAR VALVE FUEL SPAR VALVE VALVE POSITION LIGHTS
−20 TEMP 20
CLOSED CLOSED
−40 40
FUEL QTY−X1000
OPEN OPEN OPEN
1 7. 8 FUELING TEST
C
3. 4 5 1 0. 8 8 3. 4 5 HOT BAT BUS GAUGES
TOTAL POWER
OFF CLOSED CLOSED CLOSED
FILTER VALVE FILTER RELAY FUEL
BYPASS OPEN BYPASS SW HOT BAT BUS
POWER DOOR
SWITCH
CROSS FEED DC BUS 1 FUEL QTY FUEL QTY FUEL QTY
REFUELING BYPASS
PWR CONTROL
UPPER DU RELAY (P6)
LOW LOW
TANK 2 CENTER TANK TANK 1
PRESSURE PRESSURE
FUELING STATION
FUEL PUMPS
OFF BPCU
L R
TO FLT MANAGMENT
ON CMPTR SYS
CTR
LOW LOW LOW LOW
PRESSURE PRESSURE PRESSURE PRESSURE DISCH
AFT FWD FWD AFT L R

OFF OFF
FUEL
PUMPS
ON ON
1 2
Technical Training
01|B736|Fuel|L3
Lufthansa
FWD
BOOST BUSSING PLUG
PUMP TANK UNITS (8)
FUEL QTY
COMPENSATOR PROCESSOR UNIT
ENG
FUEL FLOAT SW
PUMP
HMU
DEFUELING FUELING
CENTER TANK VALVE VALVES (3)
13000 KG
ENG
SPAR VALVE
BAFFLE
CHECK
VALVES
FLOAT SW MAIN
MAIN
TANK 1
3900 KG TANK 2
LEFT RIGHT
3900 KG
CTR AFT
LOP SW APU BOOST BOOST
FUEL PUMP CROSSFEED PUMP
SOV LOP SW
VALVE
FLOAT SW
GENERAL
TANK UNITS (12) TO APU

AFT
BOOST
FUEL
TANK UNITS (12)

PUMP
FRA UST-2 GiM/ScV Sep 21, 2012 Figure 39 Fuel System Basic Schematic Page 83
HYDRAULIC B737−600/700/800/900
GENERAL
29−00
Reference to Figure 40 Hydraulic Basic Schematic
ATA 29 HYDRAULIC
29−00 GENERAL
SYSTEM DESCRIPTION
GENERAL DESCRIPTION
There are three independent hydraulic systems that
supply hydraulic power for user systems A, B and
Stby.
The two main hydraulic systems are A and B. The
auxiliary systems are the standby hydraulic system
and the PTU (Power Transfer Unit).
Hydraulic Reservoir Pressurization System

The hydraulic reservoir pressurization system supplies
air from the pneumatic system to the reservoir. This
pressurizes the supply hydraulic fluid for the pumps.
Hydraulic Reservoirs
The hydraulic reservoirs supply hydraulic fluid under
pressure to the hydraulic pumps. The reservoirs also
get the return fluid from the airplane systems that use
hydraulic power.
EDP Supply Shutoff Valve

The supply shutoff valve for stops hydraulic fluid flow
from the reservoir to the EDP when you move the fire
switch to the up position.
Engine Driven Pump (EDP)

The EDP operates when the related engine turns. To
stop output flow from the EDP, move the HYD PUMP
switch on the hydraulic panel to the OFF position. This
does not stop the rotation of the pump or the internal
pressure in the pump.
Electric Motor Driven Pump (EMDP)

The EMDP is driven by an oil-cooled, three-phase,
115VAC motor. An acoustic filter is in the pressure
line.
Pressure Module
The pressure module distributes hydraulic pump
pressure to the user systems, cleans pressure fluid

from the EDP and EMDP, monitors EDP and EMDP
pressure, monitors system pressure and includes high
pressure system protection.
Heat Exchanger
The heat exchanger is located in the main fuel tank. It
cools the hydraulic case drain fluid from the pumps
before the fluid goes back to the reservoir.
Page 84 Lufthansa FRA US/T-2 GiM/ScV Sep 21, 2012

Technical Training
FROM
29−00
B737−600/700/800/900 BLEED AIR FLT CONTROL STANDBY
APU M HYD
ISOL VLV OVERHEAT OVERHEAT
R/H A B
L/H PNEUM SYS LOW LOW LOW LOW LOW
PNEUM QUANTITY
PRESSURE PRESSURE PRESSURE PRESSURE STBY STBY
SYS HYDRAULIC RUD RUD LOW
A B ENG 1 ELEC 2 ELEC 1 ENG 2
PRESSURE
FILTER QTY % 100 95 OFF OFF OFF OFF
PRESS STBY
RELIEF VLV PRESS 2970 3000 RUD ON
A ON B ON
ON ON ALTERNATE FLAPS
A HYD PUMPS B
OFF UP
LOW LOW
TO TO PRESSURE PRESSURE
LOWER DU EDP #1 EDP #2 OFF
TO TO SPOILER
EMDP #2 EMDP #1 A B ARM DOWN
DRAIN MAST
AIR OFF OFF

RES. FILL LINE FEEL DIFF
PRESS AIR CHARGING
GAGE PRESS
VALVE
ON ON SPEED TRIM
FAIL
QTY XMTR
DISCH MACH TRIM
YAW DAMPER
FAIL
SYSTEM A L R SYSTEM B YAW
RESERVOIR QTY XMTR RESERVOIR DAMPER
AUTO SLAT
FAIL
DISCH OFF
A SYS RET L R ON
FILTER MOD FROM FROM B SYS RET
EDP SW #1 EDP SW #2 MODULE FLT CONTR PANEL
M
HEAT
HEAT
Technical Training
EXCH
EXCH
TO B OVHT LT
01|B736|HYD Basic|L3
RESERV FILL
SELECTOR VLV
EDP 1 EDP 2
EMDP #2 M P
TO TO
Lufthansa
A-RES STBY
A- OVHT LT TO LOP LT NOISE
ELEC SYS A FILTER
EMDP # 1 RES
NOISE
FILTER TO EDP LOP LT TO LOP LT
TO EDP LOP LT
SYS B ELEC SYS B
SYS A
PRESS MAN
FILL PORT FILL
PUMP
BRAKE STBY
ACCU PUMP
LOP SW L.E.D.
SOV
A SYS
PRESS MOD TO STBY
LOP LT
BRAKES
THRUST ALT BRAKE AUTO BRAKE THRUST

GRD POWER REV #1 SELECTOR PRESS CONT REV #2
MODULE VALVE MODULE GRD POWER STBY SYS
STBY
MODULE PRESS MOD
RUD SOV
POWER
TRANSFER
UNIT
GROUND A SYS FLIGHT FLAP POS

SPOILERS CONTR MODULE LDG TRANSFER AIR
SPOILER SOV VALVE
TO FLT TO FLT PRIOR.
CONT CONT FLTSPOIL
SPOIL VALVE
A-SYS FLT SPOIL LDG SELECTOR FLT FLOW
TOWING B-SYS 3,5,8,10
LOP LT 2,4,9,11 VALVE SOV LOP LT RESTR.
C SPOILER SOV
LANDING N/W L.E. STBY
ELEV C T.E. FLAPS
DEVICEES RUDDER
HYDRAULIC
FEEL COMP GEAR STEERING B SYS FLT

GENERAL
GEAR DOWN CONTR MOD
FLT CONTR FLT CONTR

ELEV + AILERON + ELEVATOR AILERON
SOV RUDDER SOV
A/P ACT A/P ACT & A/P ACT & A/P ACT
FRA US/T-2 GiM/ScV Sep 21, 2012 Figure 40 Hydraulic Basic Schematic Page 85
HYDRAULIC B737−600/700/800/900
GENERAL
29−00
Reference to Figure 41 Hydraulic Basic Schematic (Cont.)
Return Filter Module POWER TRANSFER UNIT (PTU)

The return filter modules clean the return hydraulic The hydraulic PTU is a hydraulic motor pump that
fluid from the EDP or EMDP (Electric Motor−Driven supplies an alternative source for power for the
Pumps) before it goes back to the reservoirs. operation of leading edge flaps and slats. The PTU
system operates automatically when these conditions
Ground Power Module occur:
S Airplane in the air
The ground power module permits you to pressurize
the hydraulic systems A and B from a ground service S Trailing edge flap position between up and 15
cart. S System B EDP low pressure.
Hydraulic Panel
The EDP and the EMDP each have a switch on the
hydraulic panel. The ENG hydraulic pump switch
controls the EDP. The ELEC hydraulic pump switch
controls the EMDP.
LOW PRESSURE amber lights for each EDP and
EMDP come on when the pump output pressure is
less than normal. OVERHEAT amber lights for each
EMDP come on when the case drain fluid temperature
increases to more than normal or the EMDP motor
part is overheated.
Flight Control Panel

The LOW QUANTITY light to the right of the FLT
CONTROL switches comes on when the stby system
hydraulic fluid quantity decreases to less than normal
in the standby hydraulic system reservoir. The LOW
PRESSURE light illuminates when the stby system
pressure is low and stby pump operation has been
commanded. The STBY RUD ON light illuminates
when the stby hydraulic system supplies the rudder.
Standby Hydraulic System

The pressure source for the standby hydraulic system
is an EMDP. The standby hydraulic system operates
as an alternative system. You operate the standby
system manually with the FLT CONTROL switches to
STBY RUD position or the ALTERNATE FLAPS arm
switch to ARM position. The standby pump operates
automatically if all of these conditions are true:
S One FLT CONTROL switch to ON
S Trailing edge flaps not up
S Airplane in the air or wheel speed more than 60
knots
S Low flight control pressure (primary controls).
or the FFM (Force Fight Monitor) circuit has been

activated.
Ground Service Fill Station

The ground service system fills all hydraulic reservoirs
from one central location. The reservoirs can be filled
with either of these procedures: Manual fill, ground
hydraulic chart.

Technical Training
FROM
29−00
B737−600/700/800/900 FLT CONTROL STANDBY
M BLEED AIR
APU HYD
ISOL VLV OVERHEAT OVERHEAT
R/H A B LOW
L/H PNEUM SYS PNEUM LOW LOW LOW LOW
PRESSURE PRESSURE PRESSURE PRESSURE QUANTITY
SYS STBY STBY
HYDRAULIC RUD RUD LOW
A B ENG 1 ELEC 2 ELEC 1 ENG 2
PRESSURE
FILTER QTY % 100 95 OFF OFF OFF OFF
PRESS STBY
RELIEF VLV PRESS 2970 3000 RUD ON
A ON B ON
ON ON ALTERNATE FLAPS
A HYD PUMPS B
OFF UP
LOW LOW
TO TO PRESSURE PRESSURE
LOWER DU EDP #1 EDP #2 OFF
TO TO SPOILER
EMDP #2 EMDP #1 A B ARM DOWN
DRAIN MAST
AIR OFF OFF

RES. FILL LINE FEEL DIFF
PRESS AIR CHARGING
GAGE PRESS
VALVE
ON ON SPEED TRIM
FAIL
QTY XMTR
DISCH MACH TRIM
YAW DAMPER
FAIL
SYSTEM A L R SYSTEM B YAW
RESERVOIR QTY XMTR RESERVOIR DAMPER AUTO SLAT
FAIL
DISCH OFF
A SYS RET L R ON
FILTER MOD FROM FROM B SYS RET
EDP SW #1 EDP SW #2 MODULE FLT CONTR PANEL
M
HEAT
HEAT
Technical Training
EXCH
02|B736 HYD BASIC Cont|L3

EXCH
TO B OVHT LT
RESERV FILL
SELECTOR VLV
EDP 1 EDP 2
EMDP #2 M P
TO
Lufthansa
TO STBY
A- OVHT LT TO LOP LT NOISE A-RES
ELEC SYS A FILTER
EMDP # 1 RES
NOISE
FILTER TO EDP LOP LT TO LOP LT
TO EDP LOP LT
SYS B ELEC SYS B
SYS A
PRESS MAN
FILL PORT FILL
PUMP
BRAKE STBY
ACCU PUMP
LOP SW L.E.D.
SOV
A SYS
PRESS MOD TO STBY
LOP LT
BRAKES
THRUST ALT BRAKE AUTO BRAKE THRUST

GRD POWER REV #1 SELECTOR PRESS CONT REV #2
MODULE VALVE MODULE GRD POWER STBY SYS
STBY
MODULE RUD SOV
PRESS MOD
POWER
TRANSFER
UNIT
GROUND A SYS FLIGHT FLAP POS

SPOILERS CONTR MODULE LDG TRANSFER AIR
SPOILER SOV VALVE
TO FLT TO FLT PRIOR.
CONT CONT FLTSPOIL
SPOIL VALVE
A-SYS FLT SPOIL LDG SELECTOR FLT
TOWING B-SYS 3,5,8,10 FLOW
LOP LT 2,4,9,11 VALVE SOV LOP LT RESTR.
C SPOILER SOV
LANDING N/W L.E. STBY
ELEV C T.E. FLAPS
GEAR DEVICEES RUDDER
HYDRAULIC
FEEL COMP STEERING B SYS FLT

CONTR MOD
GENERAL
GEAR DOWN
FLT CONTR FLT CONTR

ELEV + AILERON + ELEVATOR AILERON
SOV RUDDER SOV
A/P ACT A/P ACT & A/P ACT & A/P ACT
FRA US/T-2 GiM/ScV Sep 21, 2012 Figure 41 Hydraulic Basic Schematic (Cont.) Page 87
HYDRAULIC B737−600/700/800/900
GENERAL
29−00
Reference to Figure 42 Hydraulic System General

29−00 GENERAL
SYSTEM DESCRIPTION Return Filter Module
GENERAL DESCRIPTION The return filter modules clean the return hydraulic
There are three independent hydraulic systems that fluid from the EDP or EMDP before it goes back to the
supply hydraulic power for user systems A, B and reservoirs.
Stby.
The two main hydraulic systems are A and B. The Ground Power Module
auxiliary systems are the standby hydraulic system The ground power module permits you to pressurize
and the PTU. the hydraulic systems A and B from a ground service
cart.
Hydraulic Reservoir Pressurization System
The hydraulic reservoir pressurization system supplies Standby Hydraulic System
air from the pneumatic system to the reservoir. This The pressure source for the standby hydraulic system
pressurizes the supply hydraulic fluid for the pumps. is an EMDP. The standby hydraulic system operates
as an alternative system. You operate the standby
Hydraulic Reservoirs system manually with the FLT CONTROL switches to
STBY RUD position or the ALTERNATE FLAPS arm
The hydraulic reservoirs supply hydraulic fluid under switch to ARM position. The standby pump operates
pressure to the hydraulic pumps. The reservoirs also automatically too.
get the return fluid from the airplane systems that use
hydraulic power.
Power Transfer Unit (PTU)
EDP Supply Shutoff Valve The PTU is a hydraulic motor pump that supplies an
alternative source for power for the operation of
The supply shutoff valve for stops hydraulic fluid flow leading edge flaps and slats. The PTU system
from the reservoir to the EDP when you move the fire operates automatically.
switch to the up position.
Ground Service Fill Station
Engine Driven Pump (EDP)
The ground service system fills all hydraulic reservoirs
The EDP operates when the related engine turns. To from one central location. The reservoirs can be filled
stop output flow from the EDP, move the HYD PUMP with either of these procedures: Manual fill, ground
switch on the hydraulic panel to the OFF position. This hydraulic chart.
does not stop the rotation of the pump or the internal
pressure in the pump.
Electric Motor Driven Pump (EMDP)

The EMDP is driven by an oil-cooled, three-phase,
115VAC motor. An acoustic filter is in the pressure
line.
Pressure Module
The pressure module distributes hydraulic pump
pressure to the user systems, cleans pressure fluid
from the EDP and EMDP, monitors EDP and EMDP
pressure, monitors system pressure and includes high
pressure system protection.
Heat Exchanger
The heat exchanger is located in the main fuel tank. It
cools the hydraulic case drain fluid from the pumps
before the fluid goes back to the reservoir.
Page 88 Lufthansa FRA Sep. 2012 RoU/ScV Sep 21, 2012

Technical Training
29−00
B737−600/700/800/900
EDP EMDP STANDBY PUMP
SYSTEM SYSTEM
RETURN RESERVOIR RETURN AILERONS
PRESSURIZATION ELEVATOR
B
B
ELEVATOR FEEL
AUTOPILOT
RETURN RETURN FLT SPOILERS GROUND POWER MODULE
FILTER GROUND
FILTER
SYSTEM A SERVICING SYSTEM B
RESERVOIR STANDBY RESERVOIR
QTY QTY QTY
SYSTEM
XMTR SYSTEM SW XMTR RUDDER
RETURN RESERVOIR
HEAT HEAT
EXCH EXCH
LANDING GEAR
STANDBY SYS RESERVOIR CASE DRAIN
EXTENSION AND
M FILTER (5) M
RETRACTION
Technical Training
03|B736|General HYD|L3
EDP EMDP EMDP EMDP EDP STEERING
1 2 1 2
Lufthansa
FILL SELECTOR VALVE

BRAKES
GROUND
SPOILERS
LEADING EDGE
RESERVOIR SYS A FLAPS AND
SLATS
TRAILING
PRESSURE PRESSURE POWER PRESSURE EDGE FLAPS
MODULE MODULE XFER MODULE PTU CONTROL VALVE
M UNIT
RIGHT THRUST
M P REVERSER
PTU
CONTROL VALVE
LEFT THRUST
REVERSER
RESERVOIR SYS B
HYDRAULIC
LEGEND
GENERAL
AIR PTU
PRESSURE
SUPPLY
RETURN
EDP CASE DRAIN FILTER RETURNFILTER SYS. B EMDP CASE DRAIN FILTER
FRA Sep. 2012 RoU/ScV Sep 21, 2012 Figure 42 Hydraulic System General Page 89
ICE&RAIN PROTECTION B737−600/700/800/900
GENERAL
30−00
Reference to Figure 43 Ice&Rain Protection-Overview
ATA 30 ICE&RAIN PROTECTION

30−00 GENERAL
SYSTEM DESCRIPTION
GENERAL
The ice and rain protection system prevents ice
formation from the subsequent airplane parts:
S Wing Leading Edges (pneumatically de−iced)
S Engine Inlet Cowls (pneumatically de−iced)
S Air Data Probes (electrically de−iced)
S Flight Compartment Windows (electrically de−iced)
S Water & Waste System Lines and Drains
(electrically de−iced)
Control Panel
The controls and indications for the ice and rain
protection system are on the P−5 panel.
Probe Heat
The air data probes use electric heat to prevent ice.
Flight Deck Window

Flight deck windows use electric heat to do these
things:
S Prevent ice formation on the windows
S Prevent fog on the windows
S Improve windshield impact strength.
The windshields have these features to improve
forward vision in heavy rain:
− Windshield wipers
− Hydrophobic (rain repellent) coatings.
Drain and Water Line Heating

Electric heaters prevent freezing in the water and
waste systems components.
ABBREVIATIONS AND ACRONYMS

S CTAI (Cowl Thermal Anti-Ice)
S TAI (Thermal Anti−Ice
S WHCU (Window Heat Control Unit)
S WTAI (Wing Thermal Anti-Ice)
NOTE: Only the electrically de−iced systems will

be discussed in this section of the
training manual.
Page 90 Lufthansa FRA US/-07 BaF Sep 21, 2012

Technical Training
30−00
B737−600/700/800/900
ICE AND RAIN
PROTECTION
AIR FLIGHT WATER AND

WASTE SYSTEM WING ENGINE
COMPARTMENT
DATA PROBES LINES AND LEADING EDGES INLET COWLS
WINDOWS DRAINS
OVERHEAT OVERHEAT OVERHEAT OVERHEAT
BASEPLATE
ON ON ON ON
L WINDOW HEAT R ELECTRICAL

OVHT CONNECTOR ELEVATOR FEEL
SIDE FWD FWD SIDE
(FOR HEATER) PITOT TUBES
(LEFT AND RIGHT)
OFF OFF
PROBE
TUBE
ON PWR TEST ON PRESSURE
SENSE LINE
PITOT PROBE CONNECTOR
L PROBE R
Technical Training
(TYPICAL)
CAPT F/O
01|B736|Overview|L2
PITOT OFF PITOT
LEFT, RIGHT
L ELEV R ELEV PITOT-STATIC TUBES
ON (2 EACH-SIDE)
Lufthansa
PITOT PITOT
HEAT
L ALPHA R ALPHA
VANE
TAT TEST VANE DRAIN
AUX MASTS
TEMP
PROBE PITOT
TEMPERATURE (TAT) PROBE
RAM AIR
SENSE TUBE
(WINDOWS NO. 4&5 STRUT

ARE OPTIONAL)
ELECTRICAL
CONNECTORS
CASE ALIGNMENT BASE PLATE
5L 4L 4R 5R PINS
AIRPLANE SKIN
1L 1R
ICE&RAIN PROTECTION
2L 2R VANE
3L FLIGHT COMPARTMENT 3R FWD
WINDOWS
ANGLE OF ATTACK SENSOR ELECTRICAL

GENERAL
CONNECTOR
WHCU WHCU LEFT AND RIGHT ALPHA VANE
WHCU WHCU (FOR HEATER)
BOEING STANDARD TYPE: ROSSMAUNT TYPE
WINDOW HEAT CONTROL UNITS TAT-PROBE
FRA US/-07 BaF Sep 21, 2012 Figure 43 Ice&Rain Protection-Overview Page 91
PITOT AND STATIC HEATING
30−30
Reference to Figure 44 TAT Probe, Pitot Probe and Alpha Vane – Description
30−30 PITOT AND STATIC HEATING
GENERAL
The air data probes use electric power for heat. The
Aspirated Type Tat Probe
probes have integral heaters.
The pitot and static anti−icing system supplies heat to The engine bleed air (picked up downstream of the left
these probes: pack shut off valve) forces ambient air to flow around
S Alpha vanes (2) the sensing element. By this, the probe senses
ambient air temperature, even the sun shines and the
S Total air temperature probe (1)
airplane stopped. So the flight management computer
S Pitot probes (5). can use the probe temperature for engine power
The static system sense ports are not part of the calculations even with stopped airplane. The flight
probe heat system. These ports are flush with the management computer uses even on ground the
fuselage and heat is not necessary. ambient air temperature for performance calculations.
You control the air data probe heat from the control Probe heating on ground would result wrong
module on the P−5 panel. performance calculations.
Pitot And Static−control Panel Pitot Probes

The pitot and static control panel (P5−9) does these There are five pitot probes on the airplane.
things: The pitot probes have electric heaters. If a probe
S Controls the electric power to the pitot and static heater fails you must replace the entire probe.
anti−icing systems.
S Gives the flight crew indication of the pitot and Alpha Vanes
static anti−icing system status. There are two alpha vanes on the airplane. The alpha
vanes have two integral heaters:
The air data probe heaters are divided into two S A vane heater
systems, A and B.
S A case heater.
Two momentarily switches let the crew turn on the
heat systems:
S PITOT HEAT A
S PITOT HEAT B
The system indication lights are divided into two
banks, one for A system and one for B system.
The lights come on when the probe heaters do not
draw electrical current.
TAT test switch

This is a customer option:
This switch is only installed in airplanes with aspirated
TAT−probe. So on ground, even with left heater switch
in ON, the TAT−probe is not heated.
Nevertheless, the amber OFF−light extinguishes.
With airplane air, the probe automatically is heated.

Technical Training
BOEING STANDARD TYPE: OPTIONAL:
30−30
B737−600/700/800/900
OVERHEAT OVERHEAT OVERHEAT OVERHEAT
RAM AIR ON ON ON ON
SENSE TUBE
L WINDOW HEAT R
STRUT SIDE FWD OVHT FWD SIDE
OFF OFF
BASE PLATE AIRPLANE SKIN
AIRPLANE SKIN ON PWR TEST ON
L PROBE R
CAPT F/O
PITOT OFF PITOT
L ELEV R ELEV
PITOT ON PITOT
ELECTRICAL ELECTRICAL HEAT
CONNECTOR CONNECTOR L ALPHA R ALPHA
VANE
TAT TEST VANE
(FOR HEATER) (FOR HEATER)
ROSSMAUNT TYPE ASPIRATED TYPE TEMP AUX
PROBE PITOT
TAT-PROBE TAT-PROBE
28/16V DC
TEMP ENGINE BLEED
MASTER DIM PROBE AIR CONNECTION
Technical Training
02|736|Pitot&Static Heating|L3
SECT 5 MASTER
28V DC CAUTION
BUS 1 PROBE
INDICATION Note:Circuit only for
Rossmount Probe Type
P6 CB PANEL
Lufthansa
115V AC OFF
XFR BUS 1
HEATERS ON
TEMP
PROBE PROBE HEAT
SWITCH
P18 CB PANEL SYSTEM A
CURRENT DETECTION
CIRCUIT TOTAL AIR
TEMP PROBE BASEPLATE
WINDOW/PITOT HEAT MODULE (P5) ELECTRICAL
CONNECTORS
28/16V DC MASTER CASE ALIGNMENT ELECTRICAL
CAUTION 28/16V DC CONNECTOR
L ALPHA PINS CAPT
MASTER DIM VANE PITOT (FOR HEATER)
MASTER DIM MASTER
SECT 5 SECT 5 CAUTION
28V DC 28V DC PROBE
BUS 1
PROBE VANE BUS 1 PROBE TUBE
INDICATION INDICATION PRESSURE
FWD CAPT SENSE LINE
PITOT AND STATIC HEATING
P6 CB PANEL
P6 CB PANEL CONNECTOR
115V AC
ICE&RAIN PROTECTION
OFF ANGLE OF ATTACK SENSOR OFF

115V AC STBY BUS PITOT PROBE
XFR BUS 1 SECT 1 (TYPICAL)
ON ON
HEATERS HEATERS
ALPHA VANE PROBE HEAT
SWITCH CAPT PROBE HEAT
LEFT PITOT SWITCH
SYSTEM A VANE
P18 CB PANEL SYSTEM A
CURRENT DETECTION CKT CASE CURRENT DETECTION CKT LEFT PITOT
P18 CB PANEL
LEFT ANGLE OF PROBE HEATER
WINDOW/PITOT HEAT MODULE (P5) ATTACK SENSOR WINDOW/PITOT HEAT MODULE (P5)
NOTE: CAPT PITOT CIRCUIT SHOWN,
NOTE : CAPT ANGLE OF ATTACK SENSOR CIRCUIT
SHOWN, OTHER CIRCUIT THE SAME OTHER PITOT CIRCUITS SIMILAR
FRA US/O-7 BaF Sep 21, 2012 Figure 44 TAT Probe, Pitot Probe and Alpha Vane – Description Page 93
CWAI SYSTEM
30−41
Reference to Figure 45 CWAI Logic Block Diagram

30−41 CWAI SYSTEM
GENERAL
Temperature Sensors
The control cabin anti−icing system uses electrical
power to heat the flight compartment windows. Windows 1 and 2 have resistance type temperature
The controls and indications for the control cabin sensors for feedback to the window heat control units.
window anti−icing system are on the P5−9 panel. There are two sensors in each window:
WHCUs (Window Heat Control Units) are part of the S A primary sensor
control cabin window anti−icing system. S A spare sensor
The WHCUs do these things:
S Monitor window temperature, supply ON and
OVERHEAT system indication and test the system. Thermal Switches
S The WHCUs control power to these windows:
The thermal switch is a normally closed, single pole,
− No. 1 Left and right snap action bimetallic device. It operates by thermal
− No. 2 left and right. expansion. The thermal switches are wired in series
S Thermal switches monitor window temperature and with the windows they control.
control power to these windows: Put the related SIDE WINDOW HEAT switch to ON to
− No. 3 left and right energize the system. 115v ac power moves through a
thermal switch to the resistive layer of in each window.
− No. 4 left and right The resistance of the paste to the current produces
− No. 5 left and right. heat and warms the window. As the windows get
Windows in the thermal switch control systems are not warm, so does the thermal switch, which is on a
part of the P5−9 indication and test functions. window. When the switch is at a temperature of 110F
(43C) or more, it opens. This opens the circuit, and
Window Heat Control removes power to the windows.
When the windows and thermal switch temperature
You control window heat from the P5−9 panel. decreases to 80F (26C) (nominal), the switch closes
These four WINDOW HEAT switches control the and completes the heat circuit. This starts the window
window heat systems: heat again.
S L SIDE
S L FWD
S R SIDE
S R FWD
The SIDE switches turn on and off window heat to
their related No. 2, 3, 4, and 5 windows if installed.
Put the WINDOW HEAT switch to ON to energize the
window heat system.
Turn the switch OFF to remove power from the
system, or to reset an OVERHEAT condition.
Window Heat Control Unit

The WHCUs do these things:
S sense window temperature
S apply current to the window heat system when
necessary
S control current to the window heat conductive
coating to prevent thermal shock

S control the P5−9 window heat status indication
S have circuitry for P5−9 OVHT and PWR TEST
On the ground, the MASTER CAUTION and

ANTI−ICE annunciator lights are inhibited for the
amber OFF light when left engine throttle is retarded.

Technical Training
30−41
B737−600/700/800/900
115V AC
XFER BUS 1 1
2 HEATER
3
WINDOW ANTI−ICE 4
LEFT FRONT 5
NC 6
P6−11 CIRCUIT BREAKER LOGIC POWER
PANEL + SPARE SENSOR
POWER DEMAND T270 TERMINAL
115V AC ON SUPPLY DETECTOR STRIP
XFER BUS 1 (< 5 W =
K1 OVHT GRD)
WINDOW HEAT +
LEFT FWD−AC RELAY
A HEAT
A
OFF SENSOR
PANEL
FORWARD
OVHT LT R R-SIDE WINOW SW OVHT
LOGIC
DEFINITION:
(PTC-RESISTOR)
+ K2 OVHT LT GRD = O
A RELAY BITE INSTRUCTION
1. PRESS LAMP TEST SWITCH:
A A. VERIFY ALL LIGHTS COME ON. (LED’S:5 RED & 1 GREEN)
B. IF ANY LIGHT REMAINS OFF, REPLACE WHCU.
2. PRESS BIT VERIFY SWITCH FOR 1 SECOND:
A. RED LIGHT INDICATES FAULT IN BRANCH CIRCUIT.
OFF LT R - R-SIDE PROPORTIONAL

B. GREEN LIGHT INDICATES NO FAULT IN WINDOW HEAT SYSTEM.
3. PRESS BIT LAMP RESET SWITCH: RIGHT SIDE WINDOW NO.2
A. VERIFY ALL LIGHTS GO OFF.
CONTROL 4. PRESS FAULT HISTORY SWITCH: (10 REGISTERS AVAILABLE)
A. RETRIEVES LAST SYSTEM FAULT FIRST.
PWR B. COMPARE FAULT HISTORY WITH STEP 2A. EXISTING FAULT.
5. REMOVE SYSTEM FAULT OR REPLACE WHCU AND REPEAT STEP 2.
OVERHEAT OVERHEAT OVERHEAT OVERHEAT A. CONTINUE TROUBLESHOOTING UNTIL STEP 2B.IS TRUE.
OVHT
ON ON ON ON
SENSOR RESISTANCE:
WHCU−LRU WINDOW SENSOR BUS POWER
> 363 OHMS = OVHT
Technical Training
03|B736|CWAI Operation|L3
L WINDOW HEAT R WINDOW HEAT < 100 OHMS = SYS LOCK
SIDE FWD OVHT FWD SIDE TEST SW
WINDOW POWER P5−9/CONTROL POWER BIT TEST OK
OFF OFF TEMPERATURE SENSOR AMPLIFIER LAMP TEST BIT VERIFY FAULT HISTORY BIT LAMP RESET
SW SW SW SW
M321 RIGHT SIDE WINDOW
Lufthansa
ON ON
PWR TEST HEAT CONTROL UNIT (E3_3)
KOITO
P5−9 WINDOW AND PITOT HEAT PANEL SERIAL NO.

DATE OF MFR.
WINDOW NO. 5 WINDOW HEAT
CONTROL UNIT
WINDOW
BUS BAR
WINDOW
(TYP)
THERMAL
SWITCH
THERMALLY
WINDOW NO. 3 CONDUCTIVE (TYP)
PASTE HOT
ICE&RAIN PROTECTION
WINDOW
WINDOW 5R WINDOW 4R RESISTIVE
TORSION SPRING LAYER
THERMAL
CWAI SYSTEM
HOT
SWITCH
SWITCH
BRACKET
THERMAL SWITCH NOTE: LEFT SIDE IS SHOWN,

WINDOW FRAME (TYPICAL) WINDOW 3R
RIGHT SIDE IS EQUIVALENT
FRA US/O-2 BaF Sep 21, 2012 Figure 45 CWAI Logic Block Diagram Page 95
CWAI SYSTEM
30−41
Reference to Figure 46 WHCU-Operation Schematic

30−41 CWAI SYSTEM
GENERAL
Windshield Sensor Switches
Each of the No.1 and No.2 window heat systems are
operated by the actuation of the respective control The windshield sensor switches are on the forward
switch in the ON position. Control power will be outboard E4 rack.
directed from the load control center to the Window NOTE: On the ground, the MASTER CAUTION
Heat Control Unit for the respective window. and ANTI−ICE annunciator lights are
The No.1 and No.2 windows are maintained at 43° C inhibited for the amber OFF light when
by the Window Heat Control Unit. left engine throttle is retarded.
When system is first energized, a Warm−Up Ramp
function causes the control power to the electronic
switch to increase gradually from zero to full power in
approximately 3 minutes, unless it is controlled at a
lesser level by the window, reaching control
temperature before ramp time runs out.
Overheat Indications
Four amber OVERHEAT lights give the crew visual
indication of overheat conditions for the No.1 and 2
windows.
When an overheat occurs, the WHCU removes and
locks out power to the window until the window cools
and the system is reset.
To reset an overheat condition, momentarily place the
related WINDOW HEAT switch to the OFF position,
then return the switch to the ON position.
Off Indications
Four amber OFF lights give the crew visual indication
of the status of window heat to the No.1 and 2
windows. The lights go off when power is supplied to
the related window.
Window and Pitot Heat Control Panel

The controls and indications for the control cabin
window anti−icing system are on the P5−9 panel.
Window Heat Control Units

There are four identical WHCUs. Each WHCU controls
the heat to one window.
The WHCUs get 28v dc and 115v ac for control and
indication.
The window heat control units are in the EE
compartment.
Two are on the E4−2 shelf and two are on the E2−1
shelf.
Window Temperature Sensor

There are two temperature sensors in each window,
Primary sensor and Spare sensor.
If the primary sensor fails, you can switch to the spare
sensor.
Page 96 Lufthansa FRA US/O-7 BaF/ScV Sep 21, 2012

Technical Training
30−41
B737−600/700/800/900
(LOOKING AFT)
28/16V DC
OFF
Technical Training
MASTER DIM A
04|B736|WHCU Func|L3
SECT 4 POWER
K3 DEMAND
Lufthansa
DETECTOR
OVERHEAT TERMINAL
A
BITE INSTRUCTION BLOCK
1. PRESS LAMP TEST SWITCH:
A. VERIFY ALL LIGHTS COME ON. (LED’S:5 RED & 1 GREEN)
B. IF ANY LIGHT REMAINS OFF, REPLACE WHCU.
2. PRESS BIT VERIFY SWITCH FOR 1 SECOND:
TO MASTER A. RED LIGHT INDICATES FAULT IN BRANCH CIRCUIT.
B. GREEN LIGHT INDICATES NO FAULT IN WINDOW HEAT SYSTEM.
CAUTION K2
3. PRESS BIT LAMP RESET SWITCH:
A. VERIFY ALL LIGHTS GO OFF.
4. PRESS FAULT HISTORY SWITCH: (10 REGISTERS AVAILABLE)
INHIBIT CKT A. RETRIEVES LAST SYSTEM FAULT FIRST.
115V AC B. COMPARE FAULT HISTORY WITH STEP 2A. EXISTING FAULT.
5. REMOVE SYSTEM FAULT OR REPLACE WHCU AND REPEAT STEP 2. PRIMARY
XFER BUS 2 A. CONTINUE TROUBLESHOOTING UNTIL STEP 2B.IS TRUE.
SENSOR
WINDOW HEAT OFF RR WHCU−LRU RR WINDOW SENSOR RR BUS POWER
POWER RIGHT
RR WINDOW POWER RR P5−9/CONTROL POWER GG BIT TEST OK
FRONT PRIMARY
LAMP TEST
SW
BIT VERIFY
SW
FAULT HISTORY
SW
BIT LAMP RESET
SW
SPARE
P6 CB PANEL SENSOR
K1
KOITO
ICE&RAIN PROTECTION
SERIAL NO.
DATE OF MFR.
SPARE
115V AC WINDOW HEAT
OVHT
XFER BUS 2 CONTROL UNIT
RIGHT FRONT
POWER CONTROL WINDSHIELD
CWAI SYSTEM
WINDOW HEAT SUPPLY

CIRCUITS
CONT RIGHT ON
FRONT AC
P18 CB PANEL WINDOW AND PITOT HEAT WINDOW HEAT CONTROL UNIT RIGHT FRONT
CONTROL PANEL (P5) WINDSHIELD SENSOR SWITCH
FRA US/O-7 BaF/ScV Sep 21, 2012 Figure 46 WHCU-Operation Schematic Page 97
ICE& RAIN PROTECTION B737−600/700/800/900
WINDSHIELD WIPER SYS/WATER AND
TOILET DRAIN ANTI-ICING 30−42/71
Reference to Figure 47 Windshield Wiper/Water&Toilet Drain Anti-icing Overview

30−42 WINDSHIELD 30−71 DRAIN ANTI-ICING
WIPER SYSTEM WATER&TOILET
DRAIN ANTI-ICING
GENERAL
Two WIPER control switches on the P5 forward GENERAL
overhead panel give the flight crew control of the
system. It is important to prevent ice formation in the water and
The system has two windshield wiper and drive toilet systems.
Ice formations on the forward drain mast can break off
assemblies. There are two windshield wiper selectors,
and damage airplane structure.
one for each windshield wiper system.
The water and toilet drain anti−icing systems use
Put the windshield wiper selector in one of the these
positions to operate the system: electric power for heat.
These system components have integral heaters:
S INT
S Service panel fittings
Intermittent wiper operation, one sweep cycle
approximately every 7 seconds S Drain masts
S LOW S Hoses with integral heating elements.
Low speed wiper operation, approximately 160 Components without integral heaters get heat from
sweeps per minute these components:
S HIGH S Heater tape (”ribbon” heaters)
High speed wiper operation, approximately 250 S Heater blankets
sweeps per minute.
Potable Water Fill Fitting
S PARK
Put the windshield wiper selector in the PARK Uses 28v ac power.
position to stop wiper operation.
Potable Water Fill Hose
Windshield Wiper Switches The hose heater element uses115v ac power.
There are two windshield wiper selectors.
It is a voltage divider and sends different voltage Potable Water Supply Hoses
signals to the motor electronic control package to
provide intermittent, low, and high speed wiper The hoses use 115v ac power.
operation. Thermostatic switches (control and overheat) in the
hoses control heat to the hoses.
Windshield Wiper Motor
Gray Water Drain Valve/Lines
The motor electronic control package controls the
motor speed in response to the WIPER switch position The tape heaters use ll5v ac power.
signal. An in−line thermostatic switch controls heat to the
A thermal switch in the motor assembly cuts out motor drain mast inlet line.
operation if the temperature in the motor gets to 266F
(130C). Drain Masts
The thermal switch resets automatically when the 115v ac in flight 28v ac on the ground.
motor cools.
The PARK position will cause both blades to rotate
outboard to the lower window edge and stay there. Waste Tank Drain (Ball) Valve
The blanket heater uses 115v ac power.
Waste Tank Rinse Line

The line heater uses 28v ac.

Technical Training
30−42/71
B737−600/700/800/900
WINDSHIELD WIPER - FUNCTION DESCRIPTION WATER AND TOILET DRAIN ANTI-ICING - GRAY WATER AI
AIR WARM
115V AC
28V DC MAIN BUS 1
BUS 1 PWR HEATERS
DRAIN COLD
MAST AIR GND
WINDSHIELD 266F FWD DRAIN MAST INLET
PARK MOTOR (130C) R594 GND SENSE THERMOSTAT LINE HEATER TAPE
WIPER L
ELEX RELAY (J22)
P18 CB PANEL INT
CNTRL THERMAL
LOW
SWITCH 28V AC 250F (122C)
HIGH LEFT WINDSHIELD XFR BUS 1
WIPER MOTOR SECT 2
HEATERS
WIPER DRAIN
PARK MAST GND FWD DRAIN MAST HEATER
INT
LOW
HIGH
WIPER 115V AC
SWITCH 250F (122C)
MAIN BUS 1
05|B736|Win.Wiper&Water&Toilet AI|L2
P5 FORWARD OVERHEAD PANEL
HEATERS WATER
& WASTE LINES
Technical Training
P18 CB PANEL HEATER HOSE AFT DRAIN MAST HEATER

GRAY WATER DRAIN
NOTE: LEFT SYSTEM SHOWN,
RIGHT SYSTEM IS THE SAME. WINDSHIELD WIPER AND DRIVE ASSEMBLY
Lufthansa
WATER AND TOILET DRAIN ANT-ICING - VACUUM WASTE AI WATER AND TOILET DRAIN ANT-ICING - PORTABLE WATER AI
28V DC 28V DC
GND SVC GND SVC
BUS BUS
VACUUM VACUUM WASTE/
WASTE/WATER WATER LINE
HEATERS POTABLE WATER
LINE HTRS VACUUM WASTE TANK
FILL FITTING
RINSE LINE HEATER TAPE
WINDSHIELD WIPER SYS/WATER AND TOILET
115V AC
MAIN BUS 1
HEATERS, WATER
& WASTE LINES
POTABLE WATER
P18 CB PANEL FILL HOSE
ICE& RAIN PROTECTION
WARM
DRAIN ANTI-ICING
115V AC
MAIN BUS 1
HEATERS
WATER & WASTE COLD
LINES VACUUM WASTE TANK
POTABLE WATER
DRAIN (BALL) VALVE TO OTHER
HEATER BLANKET SUPPLY HOSE
POTABLE WATER
SUPPLY HOSES
P18 CB PANEL
FRA US/O-7 BaF Sep 21, 2012 Figure 47 Windshield Wiper/Water&Toilet Drain Anti-icing Overview Page 99
WTAI SYSTEM
30−11
Reference to Figure 48 Wing Thermal Anti Ice System Schematic
ATA 30 ICE AND RAIN PROTECTION

30−11 WTAI
SYSTEM DESCRIPTION Throttle Switche (>60_)
The two control stand WTAI switches give thrust lever
Wing Anti Ice Switch position feedback to the engine and wing anti−ice
The wing anti−ice valve is open when the wing ant−ice control panel (P5−11).
switch is in the ON position. The blue VALVE OPEN The wing anti−ice control panel closes both WTAI
light monitors the valve and switch positions. shutoff valves in response to either control stand wing
anti−ice switch. The control stand enables this
Wing Anti Ice Valves protection only when the airplane is on the ground.
This conserves engine power for takeoff.
The wing thermal anti−ice shutoff valves control air
flow from the pneumatic manifold to the anti−ice
PSEU
supply ducts.
The wing thermal anti−ice (WTAI) system uses 115v The air/ground logic gives the wing anti−ice system air
ac power to operate the WTAI shutoff valves ground sense feedback.
WTAI Supply Manifold Engine & WTAI Module

The supply manifold supply hot air to the telescoping The anti−ice panel does these things:
ducts. S Gives the flight crew interface with the wing and
engine inlet cowl anti−icing systems.
WTAI Telescoping Duct S Has the circuitry for control and indication of the
wing anti−icing system.
The wing anti−icing telescoping ducts supply hot air to
These are the light indications:
the spray tubes in the wing leading edge.
− Light is off − the switch is in the OFF position
and the valve is closed.
Slat Spray Duct
− Light is dim − the switch is in the ON position
The heated air flows to the three inboard leading edge and the valve is open.
slat spray tubes. The air sprays into the slat cavities
− Light is bright − the switch position and valve
and exhausts overboard through holes in the bottom of
position disagree or the valve is in transit.
the slats.
WTAI OVHT Switch (125_C)

S The wing anti−icing ground overheat thermal switch
protects the wing leading edges from overheat
damage.
S This protection operates only when the wing
thermal anti−ice (WTAI) system is on and the
airplane is on the ground.
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 the

wing thermal anti−icing system is used on the ground.
The wide open precooler control valve gives maximum
cooling to the engine bleed air. This protects the wing
leading edges from overheat damage.
Page 101 Lufthansa FRA US/O-7 GiM Oct 4, 2012

Technical Training
B737−600/700/800/900
30−11
115V AC
XFR BUS 1 AIR/GRD
P5−11 ENGINE AND WING ANTI−ICE MODULE
WING ANTI−ICE
28V DC
BAT BUS C148
ENG 1 & WING
ANTI−ICE CONT
P18 CB PANEL
PSEU
M M
ADV >60_
V29 LEFT WING V30 RIGHT WING

Technical Training
ANTI−ICE VALVE ANTI−ICE VALVE ADV >60_
06|B736|30−11|WTAI|L3
AUTO THROTTLE
125_C SW PACK MODULE
TAI FROM TO PACK TO PACK TAI FROM 125_C
Lufthansa
ENGINE M ENGINE
LEFT WING WTAI RIGHT WING
WTAI SOLEN. TAI SW
TAI SW
SOLEN. VALVE
VALVE
S ISOLATION S
VALVE
PNEUMATIC
DUCT GRD SERVICE
CONNECTION
M M
SLAT SPRAY DUCT

WTAI SUPPLY
MANIFOLD
APU BLEED
S
AIR VALVE
WTAI TELESCOPING
DUCT
ICE&RAIN PROTECTION
WTAI SYSTEM
APU
FRA US/O-7 GiM Oct 4, 2012 Figure 48 Wing Thermal Anti Ice System Schematic Page 102
ATA NAME B737−600/700/800/900
SECTION NAME
00−00
General
The FDRS receives and stores about 1275 B737 NG
airplane parameters from airplane systems and Engine Running/Ground Sensing Relays
sensors. It keeps this data and protects it if the
The FDRS operates automatically when one of the
airplane has an accident. Each airline may request
engines is in operation and provides Oilpressure or
additional parameters to be recorded for customized
the Airplane is in the Air.
purposes like ACMS Trendmonitoring!
The FDRS has these components:
S FDR (Flight Data Recorder) FDAU Status Relay
S FDAU (Flight Data Acquisition Unit)
The FDAU status relay controls the flight recorder
S FDAU status relay light. Normally, the FDAU BITE out signal causes the
S Flight recorder test module FDAU status relay to energize. This removes the
S Printer ground from the flight recorder light and it goes out.
If the FDAU detects a fault, the BITE out signal
S System test plug/connector
removes the ground from the FDAU status relay.
S Program switch module. A ground connects to the flight recorder light and the
flight recorder light comes on.
FDAU
The FDAU collects mandatory and recommended System Test Plug/Connector
flight data for the flight data recorder. It also collects
aircraft condition monitoring system (ACMS) data for Connect ground support equipment to the system test
airline use. The FDAU changes the mandatory and the plug to test the FDRS.
recommended flight parameters into the Harvard
biphase format. This data goes to the flight data
recorder. It has ACMS software in its memory. Program Switch Module
This software selects input data to monitor. The data is
changed to a digital format. The FDAU keeps it in Gives the FDAU informations about the:
memory. Data can go to the data loader control S A/C Type
panel and then move to a disk in a data loader. S Tailsign
S Fleet
FDR
Data Loader Control Panel
The FDR gets formatted data from the FDAU and
keeps it in solid state non−volatile memory. It has the ACMS data from the FDAU goes through the data
capacity to keep the last 25 hours of flight data. The loader control panel to a data loader. The data loader
FDR records the data in a fire and crash resistant can store data from the FDAU on a disk. The data
LRU. An underwater locator beacon is on the front of loader control panel switch lets you select the transfer
the FDR. of ACMS data. You can transfer software from a disk
in the data loader to the FDAU through the data loader
control panel.
Flight Recorder/Mach Airspeed Warning Note: not seen on the schematic
Test Module
The flight recorder test module shows the condition of
the flight recorder system. If there is a system fault, an Printer
amber OFF light comes on. The OFF light also comes A printer gives printed ACMS reports. The FDAU
on if the system is off. The flight recorder test module sends report data to the printer. The printer sends
also has a TEST/NORMAL switch. When this switch is status and bus control signals to the FDAU.
in the TEST position, the FDR gets power. Note: not seen on the schematic
Page 104 Lufthansa LOC XX/Y-n NnV Mmm DD, YYYY

Technical Training
00−00
B737−600/700/800/900
OFF MD&T
28V DC A
FLIGHT
BUS 1 REC LIGHT
MACH
FLIGHT RECORDER AIRSPEED
FLT REC DC WARNING

TEST
TEST NORMAL
NO 1 NO 2
OFF A
FDAU STATUS
RELAY J24
115V AC ENG 2 RUNNING

RELAY (J24)
XFR BUS 1 NORMAL
FLT REC AC
26V AC TEST
POSN SENSOR
GND SENSING
Technical Training
P18 CIRCUIT BREAKER

RELAY
PANEL FLIGHT RECORDER/MACH AIRSPEED
01B736|DFDRS|L3
WARNING TEST MODULE
Lufthansa
STATUS
ENG 1 RUNNING
FLAG
RELAY (J22)
BITE OUT
DIGITAL SERIAL DATA

INPUTS
CAGE CODE: 97895 PN: 967−0212
ANALOG PLAYOUT
INPUTS
ACMS WEIGHT 19.0 LBS (8.63 KGS) MAX
DFDR POWER: 35W MAX, 115V. 400HZ
SYSTEM TEST
DFDAU SERIAL NO.
MOD STATUS
MFR DATE
1 2 3 4 5 6 7 8 9 10
ACMS DFDAU
11 12 13 14 15 16 17 18 19 20
PLUG/CONNECTOR
(P18)
PLAYBACK DATA
SECTION NAME
PLAYBACK DATA
PROGRAM
SWITCH MODULE DISCRETE
ATA NAME
MAINT FLAG
INPUTS
FLIGHT DATA
FLIGHT DATA
ACQUISITION UNIT RECORDER
LOC XX/Y-n NnV Mmm DD, YYYY Figure 49 FigureText Page 105
INDICATING&RECORDING SYSTEM B737−600/700/800/900
AIRCRAFT CONDITION MONITORING
31−31
Reference to Figure 50 ACMS - Entry of ACMS Screens
ATA 31 INDICATING&RECORDING SYSTEM

31−31 AIRCRAFT CONDITION MONITORING
GENERAL
With the Aircraft Condition Monitoring Systen (ACMS)
there are many functions available, but only some for
maintenance purposes. IFE / PASS SEAT SWITCH
For maintenance purposes the following functions are
With this switch in position ”off”, the electrical
available with the ACMS system:
power for the printer is removed!
S ARINC 429 Label Callup
S ACMS Alpha Call−up MCDU
S Recording
The MCDUs are used to access systems like the
S Readout aircraft conditioning system ACMS.
S Printout.
The FDAMS (Flight Data Acquisition and Monitoring ALPHA CALL UP
System) Unit consists of both an ARINC 717 DFDAU
function and the ACMS. To show parameter:
The purpose of this interface is to pass to the ACMS 1. Choose alpha parameter
the same data that is being output to the Flight Data 2. Type in scratch pad
Recorder. This provides the ACMS with the ability to 3. press line select key where you want to see the
record the Mandatory Flight Data Recorder selected parameter.
information, i.e., QAR (Quick Access Recorder).
This information can only be recorded to the PCMCIA
Card. The following Options are enabled in this ACMS 5 LABEL CALL UP
Database: To show parameter:
S Option 1 1. Select label−port list
Reconfigurable ACMS Recorders (SAR and DAR) 2. Note the parameter of the port you want to see the
S Option 2 parameter
Remote Programming via Datalink 3. Enter parameter number.
S Option 3
Flight Operations Quality Assurance Report
S Option 4
Pre−Programmed ACMS Maintenance Reports
FDRS−PRINTER
The printer gives a paper copy of reports.
The printer has 12 data inputs and one status/control
output ARINC 429 data bus.
The printer uses white thermal sensitive paper.
These are the printer switches:
S SLEW switch, moves the paper,
S RESET switch, turns off the message light and
S TEST switch, starts the built in test.
These are the printer indicators:

S MSG light,comes on when you get a report,
S PAPER light, comes on when there is no paper in
the printer,
S FAIL light, comes on if the test sequence finds a
failure and
S PAPER FULL−EMPTY indicator, shows the
quantity of paper remaining in the printer.
Page 106 Lufthansa FRA US/O-7 BaF/ScV May 15, 2012

Technical Training
31−31
B737−600/700/800/900

02B736|ACMS−Entry Screens|L3
Technical Training
MCDU SCREEN MULTIPURPOSE CONTROL DISPLAY (MCDU)

FDRS − PRINTER
Lufthansa
ACMS ENTRY OF ACMS SCREENS
ACMS
ALPHA MENU LABEL PARAMETER CALL - UP
ALPHA NENU
< LIST
DISPLAY >
< DISPLAY PORT LIST > < LABEL ALPHA >
SETUP NAME ALPHA NENU SETUP NAME LABEL NENU SPECIAL FUNCT /
* CLEAR * * CLEAR * < REPROGRAMMING
MENU SETUP PRT RECORD MENU SETUP PRT RECORD
LIST OF
STORE START ( ) STORE START ( ) < DAR RECRDNG PREV REP >
* *
MENU SETUP MENU SETUP STORED STORED
< SAR DATA REPORTS >
* DELETE * DELETE
STORED ALPHA MENU SETUPS STORED ALPHA MENU SETUPS MAN REQST MAN REQST
< SAR RECRDNG REPORTS >
< RETURN PRINT > < RETURN PRINT >

AIRCRAFT CONDITION MONITORING
INDICATING&RECORDING SYSTEM
ACMS : ALPHA LIST 1 / 20 ACMS : ALPHA CALL - UP 1/8 ACMS : LABEL PORTS 1/5
ACMS : LABEL CALL - UP 1/8
* ( ) FIRST CHARACTER PORT SYSTEM EQID SYSID
EQ SYS LAB SDI DATA BITS
ACAR ACID ACMS ACTP ALPHA SOURCE POS * ( 18 ) 001 A/T 02A 1
AFC AFLI AG AGLS * EGT DEU 1: 37 . 00 002 FMC01 002 1
( DEG C ) 2: 37 . 00
AGN AGNS AGR AGS * 003 AVM 03D 1
AIL AILR ALID ALTA * 004 GPWC 023 1
ALTH AOA AP APUC * EQ SYS LAB SDI DATABITS 005 ADC 006 1
APUF APUH APUV ASBE * * ( 18 )
006 ILS 010 1
ASCM ASD ASDC ASN 007 CLOCK F31 1
ASNR ASYM AT ATMR
< RETURN PRINT < RETURN PRINT < RETURN PRINT < RETURN PRINT
EGT
ENTER PARAMETER NUMBER
ENTER ALPHA CALL - UP
ACMS - ALPHA CALL-UP ACMS - LABEL CALL-UP

FRA US/O-7 BaF/ScV May 15, 2012 Figure 50 ACMS - Entry of ACMS Screens Page 107
INDICATING&RECORDING SYSTEM Lufthansa B737−600/700/800/900
AIRCRAFT CONDITION MONITORING Technical Training
31−31
FRA US/O-7
BaF/ScV
May 15, 2012

Lufthansa Technical Training
Page 108
CENRAL WARNING SYSTEM
31−50
Reference to Figure 51 Aural&Master Caution - Operation

31−50 AURAL WARNING SYSTEM
AURAL WARNING SYSTEM MASTER CAUTION SYSTEM
GENERAL GENERAL
The aural warning module has two parallel channels, The purpose of the master caution system is to inform
channel A and channel B. the flight crew that system warnlights, located behind
Both channels receive inputs from the airplane pilots or out of view of the captain and copilot, are
systems. Both channels operate at the same time. illuminated.
If one channel fails, the flight crew will hear a 6db Example:
decrease in volume from the aural warning module. With a hydraulic low−pressure light illuminated, (which
There is a built−in test equipment (BITE) switch on the is located on the aft overhead panel and therefor out of
aural warning module. Each channel receives a signal view of the pilots), on the glareshield the system
from the BITE switch. annunciator HYDR and both MASTER CAUTION
The aural warning module receives 28v dc from four lights will illuminate.
circuit breakers. Each circuit breaker supplies power
for different audio sounds.
RESET OF MASTER CAUTION LIGHTS
INPUT CIRCUIT
Press captains or copilots master caution light. Master
Each channel has two input circuits. One circuit caution lights and master caution system annunciator
receives discrete ground Inputs. lights will extinguish.
CONTROLLER RECALL OF THE MASTER CAUTION LIGHTS

The controller receives signals from both input circuits Press any master caution six−pack.
and causes the aural synthesizer to make sounds. It Six pack lights whose system warn light is still on will
controls the sequence of some sounds made by the illuminate again.
synthesizer. Intermittent horn, Steady horn, Wailer.
The bell, the clacker, and the chime sounds do not
FUEL PANEL ( typical Example )
have a sequence.
The hydraulic panel causes both MASTER CAUTION
ANALOG AMPLIFIER lights and the HYD light on the right system
annunciator lights to come on when one or more of
The analog amplifier adds the signals from both these hydraulic system lights come on:
synthesizers.
S System A Elec 2 Low Press
S System A Elec 2 Overheat
SPEAKER
S System A Eng 1 Low Press
The speakers provide the sound.
S System B Elec 1 Low Press
S System B Elec 1 Overheat
BITE SWITCH
S System B Eng 2 Low Press.
The BITE switch lets the operator do a test of each
channel of the aural warning module.
Page 110 Lufthansa FRA US/O7 BaF/ScV 15.05.2012

Technical Training
31−50
B737−600/700/800/900
28V DC A
BAT BUS HORN, CHIME, AND B
LANDING GEAR WAILER POWER
AURAL WARN BITE SWITCH
28V DC POWER
BAT BUS BELL POWER CREW CALL HI CHIME DISCRETE 2
FIRE PROTECTION INPUT
DETECTION CLACKER−2 POWER CIRCUIT CONTROLLER
MA WRN & CONT
CLACKER−1 POWER 6
28V DC
BUS 2 LANDING WARNING CONTINUOUS HORN
ENGINE, APU DISCRETE BELL
MACH WARN FIRE WARNING FIRE WARNING
SYS 2 TAKEOFF WARNING INTERMITTENT HORN AURAL SYNTHESIZERS
ENGINE AND APU DISCRETE OVERSPEED WARNING CLACKER
P6 CIRCUIT BREAKER PROXIMITY SWITCH CABIN PRESS GROUND HORN
PANEL FIRE DETECTION ELECTRONICS UNIT BELL
WARNING A/P DISENGAGE WAILER DISCRETE CLACKER WAILER
MODULE (E2−2) (E11) INPUT CHIMES
28V DC CABIN ALTITUDE
STBY BUS PANEL (P5) WARNING CIRCUIT
WHEEL WELL BELL DISCRETE
MACH WARN FIRE WARNING CABIN PRESSURE INTERMITTENT HORN
SYS 1 AUTOPILOT
DISENGAGE WAILER DISCRETE WARNING
P18 CIRCUIT COMPARTMENT
BREAKER PANEL OVERHEAT DETECTION DFCS MCP (P7) TAKEOFF WARNING
OVERSPEED CLACKER−1 DISCRETE AMPLIFIER
CONTROLLER (E1−4) CONTINUOUS HORN TOP
CLACKER−2 DISCRETE
LANDING WARNING
LEFT ADIRU (E5) OVERSPEED SPEAKER
CHANNEL A
RIGHT ADIRU (E5)
CARGO CREW CALL
SAME AS CHANNEL A
SMOKE WARNING
CAPT CALL CREW CALL HI CHIME DISCRETE CHANNEL A AND B WIRED
SWITCH (P19) IN PARALLEL
CARGO SMOKE DETECTION AFT ATTENDANT BOTTOM
AND FIRE SUPPRESSION PANEL (P14) SPEAKER
PANEL (P8) CREW CALL CHANNEL B
Technical Training
FWD ATTENDANT AURAL WARNING MODULE (P9)
03|B736|Aural War.|L3
PANEL (P13) AURAL WARNING MODULE
GENERAL AURAL WARNING-PWR INTERFACES AURAL WARNING-FUNCTIONAL DESCRIPTION

Lufthansa
OVHT/DET FLT CONT ELEC

MODULE FUEL MODULE
APU MASTER CAUTION ANNUNCIATOR CONT 1 P5 (TYPICAL)
OVERHEAT/FIRE IRS APU POWER
PROTECTION PANEL (P8) APU INDICATOR IRS FUEL OVHT/DET
PANEL (P5) SECT 1
FLT CONT LEFT SYSTEM ANNUNCIATOR LOW
IRS MASTER LIGHTS
FUEL CAUTION UNIT (P61) TO ALL OTHER
PRESSURE
FLIGHT CONTROL FUEL PUMP SYSTEM MODULES
PANEL (P5) FUEL CONTROL MASTER WHO HAVE INTERFACE
PANEL (P5) CAUTION MASTER CAUTION
LOGIC TO MASTER CAUTION
ELEC PUSH TO
RESET SET RECALL RESET
GENERATOR DRIVE AND LEFT MASTER

STBY POWER PANEL (P5) CAUTION LIGHT

FUEL PUMP PRESS.
MASTER
AIR COND CAUTION (TYPICAL) SWITCH
PUSH TO
CENRAL WARNING SYSTEM
(TYPICAL)
AIR CONDITIONING/ RESET
BLEED AIR CONTROL
PANEL (P5) ANTI−ICE RIGHT MASTER
CAUTION LIGHT
DOORS WINDOW HEAT & PROBE OVERHEAD
HEAT PANELS (P5) ANTI−ICE ENG MASTER CAUTION
SYSTEM
ANNUNCIATORS (P5) HYD FLIGHT RECORDER/MACH HYD
A/S WARNING PANEL (P5) OVERHEAD
ALTERNATE POWER SOURCE
ENG HYDRAULIC PANEL (P5) DOORS AIR COND
RIGHT SYSTEM ANNUNCIATOR MASTER CAUTION ANNUNCIATOR

ENGINE PANEL (P5) LIGHTS
MASTER CAUTION - INTRODUCTION
GENERAL MASTER CAUTION-INTERFACES
FRA US/O7 BaF/ScV 15.05.2012 Figure 51 Aural&Master Caution - Operation Page 111
COMMON DISPLAY SYSTEM
31−62
Reference to Figure 52 Common Display System- Schematic

31−62 COMMON DISPLAY SYSTEM
GENERAL
The CDS (Common Display System)
shows performance, navigation and engine
information in many different formats on
six display units in the flight compartment.
DEU (DISPLAY ELECTRONICS UNIT) DISPLAY UNITS

The common display system has two DEUs (Display The common display system uses six identical LCD
Electronics Units). units.
The DEUs do these functions: The DUs (Display Units) show this type of information:
S Collect data from airplane systems S Primary flight information
S Change the data to a video signal to show on the S Navigation information
display units S Engine information
S Send data to other airplane systems There is a BLS (Bezel Light Sensor) at the bottom
edge of the face plate.
The DEU monitors the presence, status, and validity of Each DU has internal temperature detectors. When
inputs and cross compares inputs with the other DEU. the internal temperature reaches 110 C, the power
A coax coupler splits the video signal and sends the supply shuts down the display unit. When the DU
data to all six display units. cools, the display unit comes on again.
Both DEUs send data to all six display units. The left outboard, left inboard, and upper center
The DEUs also are the interface between some display units use blow through cooling. The right
avionic and airframe systems. outboard, right inboard, and lower center display unit
For example, the DEUs receive BITE data from the use draw through cooling. The lower center DU handle
EEC (Electronic Engine Controller) and APU (Auxiliary is at the top.
Power Unit). The DEUs send this data to the flight
management computer and also send EEC data to
other avionic systems.
CROSS CHANNEL BUSSES

Each DEU sends data on two cross channel busses to
the other DEU.
The two output busses have different information.
The DEUs compare critical input signals that are
received by both DEUs on the same ARINC 429 input
bus. The onside values are compared with the offside
values.
If the critical comparison data is not the same, CDS
shows CDS FAULT on the PFD displays.
This is the critical comparison data:
S Engine fan speed (N1)
S Engine core speed (N2)
S Engine EGT (Exhaust Gas Temperature)
S FMC bus 08 data
S FMC bus 09 data.
INPUTS
The computer for the CDS is the DEU. Many avionic
and airframe systems interface with the DEUs.
These systems send ARINC 429, analog, and discrete
data to the DEUs. The DEUs send ARINC 429,
analog, and discrete data to these systems.
Page 112 Lufthansa FRA US/-7 BaF/ScV 31.07.2012

Technical Training
31−62
B737−600/700/800/900
Technical Training
04|B736|CDS|L3
Lufthansa
Note: THIS PAGE SHOWS SUPPLY OF DISPLAY UNITS

IN NORMAL CONFIGURATION ONLY!SYSTEM FAILURES
DEU1 AND MANUAL SELECTION WILL CHANGE THE CONFIGURATION DEU 2
CHANNEL A CHANNEL B CROSS CHANNEL BUSSES CHANNEL A CHANNEL B
DIGITAL-ANALOG-DISCRETE
(SYS. SENSOR INPUTS)
FRA US/-7 BaF/ScV 31.07.2012 Figure 52 Common Display System- Schematic Page 113
INDICATING & RECORDING SYSTEM B737−600/700/800/900
COMMON DISPLAY SYSTEM (CDS)
31−62
Reference to Figure 53 CDS- GENERAL DESCRIPTION

CDS MAINTENANCE MESSAGES
POWER
These are the CDS messages that can show on PFD.
The 28v dc standby bus supplies power to the CPT‘s
components, Left DU‘s, Upper DU, EFIS control panel
INSTR SWITCH
and DEU 1.
The 28v dc bus 2 supplies power to the FO‘s Is shown on both PFDs for same source for inertial
components, Right DU‘s, lower DU, EFIS control panel reference data ( IRS XFR )
and DEU 2.
The 28v dc hot battery bus also supplies power to the DSPLY SOURCE (y 50 %)
DEU 1 and DEU 2. The message DSPLY SOURCE shows when all the
This power is called the hold up voltage. The DEU display units get data from one DEU caused by a
uses the hold up voltage to maintain operation during failure ( with both Engines on) or when the display
power transients. source selector is in the ALL ON 1 or the ALL ON 2
After a shut down, it will take 90 seconds to start the position. This Message caused by Faults in the Air will
DEU operation. change to the Message CDS Fault after Engine
shutdown.
The DEU also uses the hold up voltage to shut down
the DEU processor.
CDS MAINT (< 50 %)
COMPONENTS
The message CDS MAINT shows only when the
These are the components of the common display airplane is on the ground and at least one engine is
system: off.
Two display select panels CDS FAULT (y 50 %)

The CDS FAULT message shows only when the
An engine display control panel airplane is on the ground and at least one engine is
off. The message CDS FAULT shows when there is a
Two EFIS control panels total DEU failure or if two or more circuit cards fail in a
DEU. The message CDS FAULT shows if there is a
miscompare of the N1, N2 or EGT data between DEU
One display source selector 1 and DEU 2.
Two display electronics units (DEUs)
Four coax couplers
Six identical display units (DUs)
Two brightness control panels
Two remote light sensors (RLSs).
PROGRAM PINS INTERFACE
The DEU (Display Electronics Units) and the DU

Display Units) have hardware program pins to

identify DEU/DU position, DEU Airframe type
and the parity of the Arinc 429 Datawords.
Page 114 Lufthansa FRA US/O7 BaF/ScV May 16, 2012

Technical Training
31−62
B737−600/700/800/900
28V DC 28V DC
STANDBY BUS DC BUS 2
DISPLAY CAPT DISPLAY F/O
OUTBD OUTBD R OUTBOARD DU
L OUTBOARD DU DISPLAY
SELECT
28V DC 28V DC PANEL (2)
STANDBY BUS BRIGHTNESS CONTROL
DC BUS 2
DISPLAY F/O PANEL (2)
DISPLAY CAPT INBD
INBD L INBOARD DU R INBOARD DU
28V DC 28V DC
EFIS CONTROL PANEL (2) RLS (2)
STANDBY BUS DC BUS 2
DISPLAY CTR
DISPLAY CTR LWR
UPR LOWER CENTER DU
UPPER CENTER DU
28V DC
28V DC DC BUS 2
DISPLAY
STANDBY BUS F/O EFIS
CONT PNL F/O EFIS
DISPLAY CONTROL PANEL DU (6)
CAPT EFIS CAPT EFIS 28V DC DISPLAY SOURCE
CONT PNL ENGINE DISPLAY
CONTROL PANEL DC BUS 2 SELECTOR
DISPLAY CONTROL PANEL
28V DC DEU 2 PRI COAXIAL
STANDBY BUS COUPLER (4)
28V DC
HOT BAT DISPLAY ARINC 429
DISPLAY DEU 2 OUTPUT BUSES
DEU 1 PRI DEU 2 HLDUP AIRPLANE SYSTEMS AIRPLANE SYSTEMS
DEU 1 28V DC DISCRETES
Technical Training
2 400
DISPLAY HOT BAT
DISPLAY ELECTRONICS UNIT (2)
05|B736|CDS−Gen|L2
DEU 1 HLDUP
P18−2 CIRCUIT BREAKER PANEL P6−1 CIRCUIT BREAKER PANEL COMMON DISPL. SYSTEM - GENERAL DESCRIPTION
CDS - POWER INTERFACES
Lufthansa
A A A A A
B B B B B
C C C C C
D D D D D
E E E E E
LOB DU LIB DU UC DU RIB DU ROB DU −200

A
B
C
D
E
CDS 186 H MAG
FAULT INSTR SWITCH
LC DU
DEU LEFT DEU LEFT
INDICATING & RECORDING SYSTEM
DEU CTR DEU CTR

COMMON DISPLAY SYSTEM (CDS)
DEU RIGHT DEU RIGHT

737 737
747 747
757 757
767 767
PARITY (ODD) PARITY (ODD) 1 INSTR SWITCH INERTIAL REFERENCE DATA FROM SAME SOURCE ( IRS XFR )
X−TALK CH 1 3 CDS MAINT PARTIAL DEU FAILURE (LESS THAN 50% OF SIGNAL GENERATION CAPABILITY ID DEFECT)
X−TALK CH 2 DEU FAILURE OR BOTH DEU(S) HAVE A PARTIAL FAILURE OR INCOMPATIBLE S/W OR H/W OR
Cross Chanel Busses MISCOMPARE OF CRITICAL DATA OR HOT BATTERY BUS NOT AVAILABLE OR DATA LOAD SWITCH IN
X−TALK CH 1 4 CDS FAULT DEU 1 OR DEU 2 POSITION (FOR HOT BATTERY BUS OR DATA LOAD SWITCH, CDS FAULT IS REMOVED
X−TALK CH 2 WHEN BOTH ENGINES START.)
DEU 1 DEU 2
2 SHOWS AFTER 2ND ENGINE STARTED FOR A CDS FAULT: DEU FAILURE, BOTH PARTIAL FAILURE,
DSPLY SOURCE
INCOMPATIBLE S/W OR H/W, OR CRITICAL DATA MISCOMPARE OR WHEN YOU SELECT ALL ON 1 (2).
CDS-PRGM PINS/X-CHANNEL INTERFACE

CDS MAINTENANCE MESSAGES
FRA US/O7 BaF/ScV May 16, 2012 Figure 53 CDS- GENERAL DESCRIPTION Page 115
INDICATING/RECORDING SYSTEM B737−600/700/800/900
CENTRAL DISPLAY SYSTEM
31−62
Reference to Figure 54 CDS-Manual Switching

31−62 COMMON DISPLAY SYSTEM
GENERAL The navigation display does not show and the upper
Outboard Display Unit: center display unit does not show display data.
If the outboard display unit has a failure, the inboard
display unit shows the primary flight display.
Inboard Display Uni:
If the inboard display unit has a failure, the navigation
display does not show.
Upper Center Display Unit:
If the upper center display unit has a failure, the lower
center display unit shows the primary engine display.
If the secondary engine display already shows on the
lower center display unit, the compacted engine
display shows.
CDS − SWITCHING/MANUAL SWITCHING
NORMAL POSITION
When you select NORM, the normal displays show on
all the display units.
These are the normal displays:
S Left outboard:
− captain’s primary flight display
S Left inboard:
− captain’s navigation display
S Upper center:
− engine primary display
S Lower center:
− engine secondary display
S Right inboard:
− FO’s navigation display
S Right outboard:
− FO’s primary flight display.
At power−up, each display unit reads its position pins
and calculates its position. The position latches into
the DU memory.
If a DU fails to read the position pins, the DU is blank.
At power−up, the lower center display unit shows the
secondary engine display.
After power−up, with the display select panel lower DU
selector in the NORM position, you can use the ENG
switch or the SYS switch to control the format
that shows on the lower center display unit.
OUTBD PFD POSITION

When you select OUTBD PFD, the primary flight
display shows on the outboard display unit.
The inboard display unit does not show data.
INBD ENGINE PRI POSITION

When you select INBD ENGINE PRI, the primary
engine display shows on the inboard display unit.
Technical Training
31−62

INBOARD PFD POSITION
When you select INBD PFD, the primary flight display
shows on the inboard display unit. The outboard
display unit does not show display data.
FRA US/O7 BaF/ScV May 15, 2012 Lufthansa Page 117

Technical Training
31−62
B737−600/700/800/900
MFD MFD
ENG SYS ENG SYS
CPT DISPLAY SELECT PANEL ENGINE DISPLAY CONTROL PANEL F/O DISPLAY SELECT PANEL CPT DISPLAY SELECT PANEL ENGINE DISPLAY CONTROL PANEL F/O DISPLAY SELECT PANEL
PRIMARY PRIMARY PRIMARY PRIMARY PRIMARY PRIMARY

FLIGHT DISPLAY NAVIGATION DISPLAY ENGINE DISPLAY NAVIGATION DISPLAY FLIGHT DISPLAY FLIGHT DISPLAY NAVIGATION DISPLAY ENGINE DISPLAY NAVIGATION DISPLAY FLIGHT DISPLAY
SECONDARY SECONDARY
ENGINE DISPLAY ENGINE DISPLAY
Technical Training
06|B736|Displ−SW|L2
SWITCHING-NORM POSITION SWITCHING-OUTBD PFD POSITION LOWER CENTER DU
Lufthansa
LOWER CENTER DU
MFD MFD
ENG SYS ENG SYS
PRIMARY PRIMARY PRIMARY PRIMARY PRIMARY PRIMARY

FLIGHT DISPLAY NAVIGATION DISPLAY ENGINE DISPLAY NAVIGATION DISPLAY FLIGHT DISPLAY FLIGHT DISPLAY NAVIGATION DISPLAY ENGINE DISPLAY NAVIGATION DISPLAY FLIGHT DISPLAY
INDICATING/RECORDING SYSTEM
SECONDARY SECONDARY
SWITCHING-INB ENG PRI POSITION LOWER CENTER DU SWITCHING-INBD PFD POSITION LOWER CENTER DU
FRA US/O7 BaF/ScV May 15, 2012 Figure 54 CDS-Manual Switching Page 118
31−62
Reference to Figure 49 CDS-Manual Switching Cont.
INBD MFD POSITION

When you select INBD MFD, you can use the two
switches on the engine display control panel to select
the MFD (Multi Function Display) format.
If you select ENG, the engine secondary display
shows on the inboard display unit.
If you select SYS, the systems display shows on the
inboard display unit.
LOWER ENGINE PRIMARY POSITION

When you select LOWER ENG PRI, the primary
engine display shows on the lower center display unit.
The upper center display unit does not show data.
LOWER ND POSITION
If you select LOWER ND, the lower center display unit
shows the navigation display.
If both the captain and the first officer select LOWER
ND on their display select panels then the captain’s
navigation display shows on the lower center display
unit.
CDS-SOURCE SELECT
CDS−SOURCE SELECT
Displays Source Selector:

The display source selector lets you select the
DEUthat controls the displays.
When the selector is in the AUTO position and If any
of the graphics generators circuit card assemblies fails
in either DEU, the DEUs automatically change the GG
that controls the display units.
The pilots may select manually (if they consider a DEU
as faulty) the DEU 1 or DEU 2 as the source for all 6
displays in the flight deck.
NOTE:As a caution for pilots, DSPLY SOURCE is

displayed in amber in both PFDs with SOURCE
SELECT SWITCH in position ALL ON 1 or ALL
ON 2. This should make Pilots aware that
comparison of critical data is not possible
anymore.

Technical Training
31−62
B737−600/700/800/900
MFD MFD
ENG SYS ENG SYS
PRIMARY SECONDARY PRIMARY SECONDARY PRIMARY PRIMARY PRIMARY PRIMARY

FLIGHT DISPLAY ENGINE DISPLAY ENGINE DISPLAY ENGINE DISPLAY FLIGHT DISPLAY FLIGHT DISPLAY NAVIGATION DISPLAY ENGINE DISPLAY NAVIGATION DISPLAY FLIGHT DISPLAY
SECONDARY SECONDARY
Technical Training
07|B736|Displ−SW Cont|L2
SWITCHING-INBD MFD POSITION SWITCHING-LOWER ENG PRI POS
Lufthansa
LOWER CENTER DU LOWER CENTER DU
GG=GRAPHIC DU LOB LIB UPPER C LOWER C RIB ROB

MFD GENERATOR SELECTOR
POSITION
ENG SYS FAILURES DEU 1 DEU 1 DEU 1 DEU 2 DEU 2 DEU 2
NONE GG A GG A GG B GG A GG B GG B
DEU 1 DEU 1 DEU 1 DEU 2 DEU 2 DEU 2 DEU 2
GG A GG B GG B GG A GG A GG B GG B
CPT DISPLAY SELECT PANEL ENGINE DISPLAY CONTROL PANEL F/O DISPLAY SELECT PANEL GG B GG A GG A GG A GG A GG B GG B
PRIMARY PRIMARY PRIMARY GG A GG A GG A GG B GG B GG B GG B
FLIGHT DISPLAY NAVIGATION DISPLAY ENGINE DISPLAY NAVIGATION DISPLAY FLIGHT DISPLAY DEU 2 DEU 1 DEU 1 DEU 1 DEU 1 DEU 2 DEU 2
GG B GG A GG A GG B GG B GG A GG A
AUTO DEU 1 DEU 2 DEU 2 DEU 2 DEU 2 DEU 2 DEU 2
GG A & B GG A GG A GG A GG B GG B GG B
INDICATING/RECORDING SYSTEM
GG A & B GG A GG A GG A GG B GG B GG B
DEU 1 GG A DEU 1 DEU 1 DEU 1 DEU 2 DEU 2 DEU 2
DEU 2 GG A GG B GG B GG B GG B GG B GG B
DEU 1 GG A DEU 1 DEU 1 DEU 1 DEU 2 DEU 2 DEU 2

DEU 2 GG B GG B GG B GG B GG A GG A GG A
SECONDARY DEU 1 GG B DEU 1 DEU 1 DEU 1 DEU 2 DEU 2 DEU 2
DEU 2 GG A GG A GG A GG A GG B GG B GG B
ENGINE DISPLAY
DEU 1 GG B DEU 1 DEU 1 DEU 1 DEU 2 DEU 2 DEU 2
DEU 2 GG B GG A GG A GG A GG A GG A GG A
DEU 1 DEU 1 DEU 1 DEU 1 DEU 1 DEU 1
ALL ON 1 GG A GG A GG A GG B GG B GG B
COAX OUTPUT 1 = GG A DEU 2 DEU 2 DEU 2 DEU 2 DEU 2 DEU 2
1 ALL ON 2 GG A GG A GG A GG B GG B GG B
COAX OUTPUT 2 = GG B
CDS - SOURCE SELECT

SWITCHING-LOWER ND POSITION LOWER CENTER DU
FRA US/O7 BaF/ScV May 15, 2012 Figure 55 CDS-Manual Switching Cont. Page 121
INDICATING AND RECORDING B737−600/700/800/900
31−62
DU LOOP TESt MENU Page

The DU BITE circuits do not monitor the LCD quality.
To do the Loop Test select LSK 2L. On the DU LOOP These are the five tests that you can select:
TEST MENU page you can select two tests.To
S RED
operate the first test, select LSK 2L. This makes the
graphics generator (GG) circuit card assembly (CCA) S BLUE
A (coax 1) transmit data to the left DUs and the upper S GREEN
center DU; and the GG CCA B (coax 2) transmit data S WHITE
to the right DUs and the lower center DU. To operate
S STRIPE
the second test, select LSK 4L. This makes the
graphics generator (GG) circuit card assembly (CCA) To do the RED test select LSK 1L. This makes all the
B (coax 2) transmit data to the left DUs and the upper DU show a solid red display.The other Colours are the
center DU; and the GG CCA A (coax 1) transmit data same.
to the right DUs and the lower center DU.
DU Colour/Stripe Test Indications
For the Colour Test, the Dus show all the same
Display Unit Display Colour. This lets you see single defects easily.For the
When you operate the DU loop test, the display units STRIPE test, the DUs show diagonal white and black
show this information: stripes. This test lets you see line defects easily.
S DU location
SELF TEST MENU PAGE
S ARINC 429 loop status
S Remote light sensor brightness value Coax output The SELF TEST MENU page shows information about
source the self test, it can take up to 180 seconds because if
the test fails the first time, the DEU internally runs the
S Coax cable input activity Bezel light sensor
test a second time before it reports a fault. When the
brightness value
you select RUN on the SELF TEST MENU page, the
S Unit brightness value. SELF TEST WAIT page shows Test in Progress.
S DU location show
An invalid DU location shows as BAD. PASSED or SELF TEST FAILURES Page
The AR INC 429 loop status shows the status of the
When the self−test is over, the CDU shows the results.
AR INC 429 bus from the DU to the DEUs. A PASS or
If the DEU is OK, the CDU shows DEU SELF−TEST
FAIL shows. The remote light sensor brightness value
PASSED. If the DEU senses faults during the
shows as a percentage of maximum value.
self−test, the CDU shows SELF−TEST FAILED.
The range is 0 to 100. BAD shows if the input is bad.
The coax output shows the GG CCA that transmits
data to the display unit. The coax cable input activity CURRENT STATUS PAGE
shows the status of the four coax cable inputs to Shows you detailed Information about the failed Test,
the DU. A Y for yes and a N for no shows. A white Maintenance Messages and suspected failed LRUs.
highlight box shows around the specific coax cable
input that currently transmits to the DU. From left to
right the letters refer to these coaxial couplers:
WXR/TERR DISP TEST
S First letter for coax coupler 1 from DEU 1, GG A
S Second letter for coax coupler 2 from DEU 1, GG To do the weather radar display test and the terrain
S Third letter for coax coupler 4 from DEU 2, GG A display test, select LSK4L. This shows the
WXR/TERR DISPLAY TEST page. You do these tests
S Fourth letter for coax coupler 3 from DEU 2, GG B. to verify the weather radar and GPWS ARINC 453
The bezel light sensor brightness value, the WXR interfaces to the DEUs. Select the test mode on the
brightness values ( LIB/RIB/LWR only) and the unit weather radar control panel. Then select the map
brightness values show as a percentage of maximum mode and the WXR switch on the EFIS control panels.
value. BAD shows if the input is bad. This values

change if you change the unit brightness.
TEST INDICATION
DU OPTICAL TEST MENU Page The weather radar pattern shows on the display units.
If one of the weather radar test patterns does not show
To do the DU optical test, select LSK 3L. This shows when you do the test, the ARINC 453 interface to the
the DU OPTICAL TEST MENU page. You do these graphics generator is bad.
tests to examine the DU liquid crystal display (LCD).
Page 122 Lufthansa FRA US/O-7 BAF MAR 14,2013

Technical Training
31−62
B737−600/700/800/900
CDS DEU X MAI NT/ BI TE
GROUND TESTS MENU 1/ 1
CDS DEU 1 MAI NT/ BI TE <DEU X SELF−TEST
GROUND T EST S ME NU 1/ 1 <DU LOOP TEST
<DEU 1 SELF−TEST
<DU OPTI CAL TEST
<DU LOOP TEST <WXR/TERR DIS PLAY TEST
<DU OPTI CAL TEST REMOTE
<WXR/ TERR DI SPLAY TEST DU ARINC 429 LIGHT <I NDEX
LOCATION LOOP SENSOR
RIB PASS 50
<INDEX
BEZEL
COAX INPUT LIGHT
OUTPUT ACTIVITY SENSOR
2 YYYY 50 CDS DEU X MAI NT/ BI TE
DU OPTICAL TEST 1/ 1
<RED
DU COLOR TEST (TYP)
<BLUE
CDS DEU 1 MAI NT/ BI TE BRIGHTNESS CONTROLS
DU L OOP T E ST MENU 1/ 1 <GREEN
UNIT WXR <STRI PE
COA X 1 T O L T DI S P L A Y S 50 50
COA X 2 T O RT D I S P L A Y S
<I NDEX
< COA X 2 T O L T DI S P L A Y S
COA X 1 T O RT DI S P L A Y S
<I NDEX
DU − LOOP TEST
Technical Training
08B736|CDS−Testing|L3
DU STRIPE TEST
Lufthansa
CDS DEU X MAI NT/ BI TE CDS DEU X MAI NT/ BI TE CDS DEU X MAI NT/ BI TE CDS DEU X MAI NT/ BI TE CDS DEU X MAI NT/ BI TE
SELF−TEST 1/ 1 SELF−TEST 1/ 1 SELF−TEST 1/ 1 WXR/ TERRDI SPTEST 1/ 7 WXR/ TERR DI SP TEST 3/ 7
SELECT TEST MODE ON THE WXR BUS1 TO DU−LI B
DEU X SELF−TEST WXR RADAR CONTROL PANEL WXR BUS2 TO DU−RI B
DEU X SELF−TEST PASSED DEU X SELF−TEST
NOTE: SETTING THE WX RA-
IN PROGRESS PASSED DAR CONTROL PANEL TO TEST VERI FY THE WXR TEST
MODE ENSURES THAT THE WX PATTERN I S DI SPLAYED ON
RADAR WILL BOTH I NBOARD DI SPLAYS
BE OFF DURING THIS TEST
<I NDEX < I NDEX <I NDEX CONTI NUE>
<I NDEX CONTI NUE>
TEST PASS
OR FAIL
CDS DEU X MAI NT/ BI TE CDS DEU X MAI NT/ BI TE

SELF−TEST 1/ 1 SELF−TEST 1/ X
INDICATING AND RECORDING
31−61XXX
DEU X SELF−TEST
RR YYY−Y XXXX
FAI LED * SUSPECTED LRU( S) *
XXX Y
BBBBBB
<I NDEX FAULTS> <I NDEX
TEST RESULTS STORED
FRA US/O-7 BAF MAR 14,2013 Figure 56 FigureText Page 123

LANDING GEAR B737−600/700/800/900
GENERAL
32−00
Reference to Figure 1 Landing Gear Overview
ATA 32 LANDING GEAR

32−31 LANDING GEAR CONTROL SYSTEM
SYSTEM DESCRIPTION Landing Gear Selector Valve
GENERAL DESCRIPTION The landing gear selector valve supplies pressure to
Hydraulic system A normally supplies pressure to the extend and retract the main landing gear and the nose
landing gear extension and retraction. Hydraulic landing gear. The control lever moves the selector
system B supplies pressure for retraction only through valve. The selector valve also gets an electrical input
the landing gear transfer valve. You move the landing from the manual extension system. This operates a
gear control lever to control landing gear extension bypass valve in the selector valve to connect the
and retraction. landing gear retraction to the hydraulic system return.
Landing Gear Control Lever Main Landing Gear Actuator
The landing gear control lever assembly operates the The main landing gear actuator retracts to extend the
landing gear selector valve through control cables. The main landing gear. The main landing gear actuator
landing gear control lever has these three positions extends to retract the main landing gear. The restrictor
with detents: on the retract pressure port of the actuator slows fluid
pushed from the actuator during gear extension. The
S UP check valve permits full flow into the actuator during
S OFF landing gear retraction.
S DOWN.
You must first pull the control lever out before you can Main Landing Gear Uplock Actuator
move the lever. The control lever assembly has a lever During main landing gear extension, the uplock
lock mechanism operated by a lever lock solenoid. actuator receives pressure to retract. The actuator
The lever lock prevents accidental movement of the
moves the uplock mechanism to the unlocked position.
landing gear lever to the up position when the airplane
is on the ground. When the airplane takes off, the
solenoid gets electrical power and releases the lever Main Landing Gear Downlock Actuator
lock. The actuator retracts to lock the downlock mechanism
during main landing gear extension. The actuator
Landing Gear Transfer Valve extends to unlock the downlock mechanism during
main landing gear retraction.
The landing gear transfer valve changes the pressure
supply for landing gear retraction from hydraulic
system A to hydraulic system B. The landing gear Transfer Cylinder
transfer valve receives electrical signals from the During the extension and retraction sequences, the
proximity switch electronics unit (PSEU). transfer cylinder gives a time delay. This lets the gear
All of these conditions cause the landing gear transfer unlock before the gear actuator receives pressure.
valve to move automatically to the alternate position:
S Airplane in the air Frangible Fitting
S Landing gear lever not down The frangible fitting removes up pressure from the
S One main landing gear not up main landing gear actuator when a damaged, spinning
S Left engine N2 speed less than 50% tire moves into the main landing gear wheel well. This
prevents damage to components in the wheel well.
S Hydraulic system B pressure supplied to valve.
These conditions cause the manual operation of the
landing gear transfer valve:
S Alternate nose wheel steering switch to the

alternate position
S Normal quantity in system B reservior
S Nose air/ground system in air mode.
Page 124 Lufthansa FRA US/T-2 RoU/ScV Sep 21, 2012

Technical Training
HYD HYD
32−00
B737−600/700/800/900
SWITCHES SHOWN
WITH HANDLE IN SYSTEM A SYSTEM B
OFF POSITION
32−61−11 SOLENOID
LEVER IN DOWN VALVE
POSITION
LEVER DOWN
LG LEVER LATCH S2 4 PASS SIGN SLIDE VALVE CLOSED OPEN

6
SOLENOID
UNLATCH
S1 2
POSITION/ NORM ALT
1 WARNING
3
LDG
9 28VDC BAT BUS TRANSFER VALVE
8 PSEU
13
S4 11 GEAR RETRACT
S3
16 INHIPIT
14
LEVER UP AURAL WARNING

LANDING GEAR CONTROL LEVER MODULE
MODULE (P2−3)
D11734 AIR/GROUND RELAYS

MANUAL EXTENSION 2
AND DISCRETES
ACCESS DOOR SWITCH 1
FLOW
VALVE RESTRICTOR
LIMITER
CHECK VALVE
Technical Training
MANIFOLD
FLOW LIMITER RETURN FUSE
LANDING GEAR
01|B736|LDG Overv|L3
PANEL (P2)
Lufthansa
LEFT MAIN RIGHT MAIN

GEAR RELIEF RELIEF
RESTRICTOR LANDING GEAR LANDING GEAR
UP NOSE XFER VALVE VALVE XFER
CHECK VALVE MLG
GEAR CYLINDER CYLINDER
DWNLOCK
STEERING GEAR UP LEFT MLG RIGHT MLG GEAR UP ACTUATOR
SHIMMY SHIMMY
FLOW DAMPER DAMPER
NLG LOCK ACTR LIMITER GEAR UP
GEAR MLG UPLOCK GEAR UP
NLG
UP ACTUATOR
R MLG MANUAL ACTR UP DOWN
EXTENSION
CONTROLS AND MLG ACTR MLG ACTR
UPLOCK HOOK
SIMILAR BUT XFER CYLINDER
OPPOSITE TO L MLG MLG UPLOCK GEAR UP
NLG EXTENSION/RETRACTION FRANGIBLE GEAR UP
MLG DWNLOCK ACTUATOR
FITTING ACTUATOR
MLG(R)
MLG
MLG(L) UPLOCK
NLG NLG ACTUATOR
ACTR
MLG ACTR MLG MLG ACTR

NLG LOCK DWNLOCK
ACTUATOR ACTUATOR
FWD
MANUAL
LANDING GEAR
EXTENSION
HANDLES
(COCKPIT FLOOR)
GENERAL
PRESSURE LEFT MAIN GEAR RIGHT MAIN GEAR

MAIN LANDING GEAR NOSE LANDING GEAR
RETURN
UPLOCK ASSEMBLY
FRA US/T-2 RoU/ScV Sep 21, 2012 Figure 57 Landing Gear Overview Page 125
LANDING GEAR B737−600/700/800/900
GENERAL
32−00
Reference to Figure 1 Landing Gear Overview (Cont.)

SYSTEM DESCRIPTION (CONT.)
Nose Landing Gear Actuator

The actuator retracts to extend the nose landing gear.
The actuator extends to retract the nose landing gear.
Nose Landing Gear Lock Actuator

The NLG lock actuator unlocks the NLG lock
mechanism at the start of an extension or retraction
sequence. The lock actuator also locks the lock
mechanism when the NLG moves to the fully extended
or retracted positions.
Valve Manifold
The valve manifold controls hydraulic fluid flow to and
from the nose gear lock actuator. It also limits
hydraulic pressure in the lock actuator during
retraction and extension.
Manual Extension Control

The manual extension control mechanism transmits
inputs by control cables from the manual extension
handles to the release the up-lock mechanism of the
nose landing gear and extension linkages of the main
landing gears. A door position switch below the access
door sends a signal to the manual extend solenoid
valve.
Proximity Switch Electronics Unit

The PSEU does these functions:
S Air/ground signals
S Landing gear position indication and warning
S Landing gear transfer valve control
S Landing gear not down warning
S Takeoff (aural) warning
S Door warning
S Speedbrakes extended amber light control
S Emergency overwing exit flight lock
The PSEU also provides fault indication and
maintenance BITE.

Technical Training
HYD HYD
32−00
B737−600/700/800/900
SWITCHES SHOWN
WITH HANDLE IN SYSTEM A SYSTEM B
OFF POSITION
32−61−11 SOLENOID
LEVER IN DOWN VALVE
POSITION
LEVER DOWN
LG LEVER LATCH S2 4 PASS SIGN SLIDE VALVE CLOSED OPEN

6
SOLENOID
UNLATCH
S1 2
POSITION/ NORM ALT
1 WARNING
3
LDG
9 28VDC BAT BUS TRANSFER VALVE
8 PSEU
13
S4 11 GEAR RETRACT
S3
16 INHIPIT
14
LEVER UP AURAL WARNING

LANDING GEAR CONTROL LEVER MODULE
MODULE (P2−3)
D11734 AIR/GROUND RELAYS

MANUAL EXTENSION 2
AND DISCRETES
ACCESS DOOR SWITCH 1
FLOW
VALVE RESTRICTOR
LIMITER
CHECK VALVE
Technical Training
MANIFOLD
02|B736|LDG Overv Cont.|L3

FLOW LIMITER RETURN FUSE
LANDING GEAR
PANEL (P2)
Lufthansa
LEFT MAIN RIGHT MAIN

GEAR RELIEF RELIEF
RESTRICTOR LANDING GEAR LANDING GEAR
UP NOSE XFER VALVE VALVE XFER
CHECK VALVE MLG
GEAR CYLINDER CYLINDER
DWNLOCK
STEERING GEAR UP LEFT MLG RIGHT MLG GEAR UP ACTUATOR
SHIMMY SHIMMY
FLOW DAMPER DAMPER
NLG LOCK ACTR LIMITER GEAR UP
GEAR MLG UPLOCK GEAR UP
NLG
UP ACTUATOR
R MLG MANUAL ACTR UP DOWN
EXTENSION
CONTROLS AND MLG ACTR MLG ACTR
UPLOCK HOOK
SIMILAR BUT XFER CYLINDER
OPPOSITE TO L MLG MLG UPLOCK GEAR UP
NLG EXTENSION/RETRACTION FRANGIBLE GEAR UP
MLG DWNLOCK ACTUATOR
FITTING ACTUATOR
MLG(R)
MLG
MLG(L) UPLOCK
NLG NLG ACTUATOR
ACTR
MLG ACTR MLG MLG ACTR

NLG LOCK DWNLOCK
ACTUATOR ACTUATOR
FWD
MANUAL
LANDING GEAR
EXTENSION
HANDLES
(COCKPIT FLOOR)
GENERAL
PRESSURE LEFT MAIN GEAR RIGHT MAIN GEAR

MAIN LANDING GEAR NOSE LANDING GEAR
RETURN
UPLOCK ASSEMBLY
FRA US/T-2 RoU/ScV Sep 21, 2012 Figure 58 Landing Gear Overview (Cont.) Page 127
LANDING GEAR B737−600/700/800/900
HYDRAULIC BRAKE SYSTEM
32−41
Reference to Figure 1 Brake and Antiskid System

32−41 HYDRAULIC BRAKE SYSTEM
SYSTEM DESCRIPTION Alternate Brake Pressure Switch
GENERAL DESCRIPTION The alternate brake pressure switch sends a signal to
Each main wheel is provided with a hydraulic actuated, the antiskid system when the alternate brake system
multidisc brake unit. Brakes can be applied manually receives pressure.
with the captain’s or first officer’s brake pedals or
automatically by an autobrake system controlled with a Accumulator Isolation Valve
selector switch. An antiskid system modulates applied The accumulator isolation valve holds pressure in the
pressure to provide maximum effective braking on any brake accumulator when the alternate brake system
runway surface condition. gets pressure.
If hydraulic system B supplies pressure, the normal
brake system uses hydraulic system B pressure Brake Accumulator
tooperate the brakes.
When the hydraulic systems A and B do not supply The brake accumulator supplies brake pressure to the
pressure, the brake accumulator supplies pressure to normal brake hydraulic system if there are no other
the normal brake system. pressure sources. It is also the pressure source for the
parking brake system when the hydraulic systems do
During landing gear retraction, the alternate brake
not supply pressure.
system gets pressure to operate the brakes. This
stops wheel rotation before the landing gear retracts.
Parking Brake Shutoff Valve
Normal Brake Metering Valves The parking brake shutoff valve closes to prevent
brake accumulator pressure leakage through the
The normal brake metering valves get input from the normal antiskid valve return.
brake pedals and send out metered brake pressure.
They use hydraulic system B or accumulator pressure.
Autobrake Shuttle Valves
Alternate Brake Metering Valves Two autobrake shuttle valves select the highest of
normal metered or autobrake pressures and send it to
The alternate brake metering valves get input from the
the brakes. The metered pressure switch sends
brake pedals and send out metered brake pressure.
signals to the AACU (Antiskid/Autobrake Control
They use hydraulic system A pressure for the alternate Unit)when the pressure from normal brake metering
brake system when hydraulic system B does not
valve increases to more than 750 PSI.
supply pressure. They also use pressure from the
landing gear retract line to stop the main gear wheel
rotation during retraction. Autobrake Pressure Cont. Module
The autobrake pressure control module uses input
Normal Antiskid Valves frorn the antiskid/autobrake control unit to rneter
hydraulic systern B pressure to the norrnal brake
Four antiskid valves in the normal hydraulic brake systern during autobrake operation.
system give protection to each wheel during normal
brake operation.
Antiskid/Autobrake Control Unit
Alternate Antiskid Valves The AACU contains circuit cards for the antiskid and
autobrake systems and for the related BITE functions.
Two antiskid valves in the alternate hydraulic brake
It sends brake release inputs to the antiskid valves and
system each give protection to both wheels on a main brake application inputs to the autobrake pressure
landing gear during alternate brake operation.
control module. It also monitors the antiskid and
autobrake systems for faults and does the built in test
Brake Hydraulic Fuses functions.

Brake hydraulic fuses prevent hydraulic fluid loss if
there is an external leak downstream of the fuses.
Alternate Brake Selector Valve

The alternate brake selector valve selects and sends
hydraulic systems B or A pressure to the normal
oralternate brake systems.

Technical Training
32−41
B737−600/700/800/900
28V DC
BUS 1 WHEEL SPEED AUTO
OUTBOARD SPEEDBRAKE
SECT 2 >60 KNOTS
ANITSKID
28V DC MODULE
ANTISKID
BAT BUS INBOARD POWER
SECT 2 ANITSKID HYDRAULIC POWER HYDRAULIC POWER
P6−3 CB PANEL SYSTEM B SYSTEM A
LG LEVER GEAR
RETRACT PRESS
UP SW (2) INHIBIT GAUGE BRAKE 9
ALTERNATE ACCUMULATOR LANDING GEAR
VALVE 4
ANTI SKID TRANSFER VALVE
INOP COMMANDS
A
P2 ANTISKID
FAULT ACCUMULATOR 8
ALTERNATE ISOLATION VALVE
BRAKE PRESS LANDING GEAR
NORMAL 3 ALTERNATE SELECTOR VALVE
SWITCH VALVE BRAKE SELECTOR
ANTISKID COMMANDS HYD BRAKE BRAKE SYS
SENSE PRESS IND RELIEF 6 VALVE
VALVE GEAR UP PRESS
RELAYS (3) GROUND SPEED
ADIRU (2) (HYDROPLANE
PROTECTION) ALTERNATE
AIR/GROUND
BRAKE PRESS
PSEU
SWITCH
PARKING 7
PARKING BRAKE BRAKE
DISAGREE NORMAL BRAKE
SYSTEM METERING VALVE AUTOBRAKE PRESS
1 1
WHEEL SPEED (2) LEFT CONTROL MODULE RIGHT
Technical Training
12
03|B736|Brake&Anti Skid|L3
ALTERNATE
11 BRAKE
AUTOBRAKE METERING
2
VALVES RIGHT 2
Lufthansa
SHUTTLE VALVE LEFT
3 RIGHT 3 4 4 ALTERNATE
LEFT LEFT 3 RIGHT 3 NORMAL LEFT RIGHT
INBOARD ANTISKID
OUTBOARD INBOARD OUTBOARD ANTISKID VALVE
VALVE (4) (2)
PARKING BRAKE BRAKE

SHUTOFF VALVE SHUTTLE LEGEND
10 VALVE (4)
5 RETURN
5
FUSE (6)
PRESSURE
55 5
WHEEL SPEED (SYSTEM)
TRANSDUCER PRESSURE
(METERED)
12 LEFT RIGHT GAS
AACU 13 BRAKES BRAKES
HYDRAULIC BRAKE SYSTEM
AXLE NUT
11 LOCK BOLT
ADAPTER
ASSEMBLY
3 4 TRANSDUCER
LANDING GEAR
TRANSDUCER
11 SHAFT
RETAINER
5 NUT
HUBCAP
FRA US/T-2 RoU/ScV Sep 21, 2012 Figure 59 Brake and Antiskid System Page 129
LIGHTS B737−600/700/800/900
PASSENGER COMPARTMENT
33−20
ATA 33 LIGHTS
33−20 PASSENGER COMPARTMENT

GENERAL
Oxygen Indication Relay
The passenger signs give these indications to the
passengers and attendants: When the passenger sign switches are in the AUTO
position and the oxygen indication relay energizes,
S NO SMOKING
these indictions occur:
S FASTEN SEAT BELT
S FASTEN SEAT BELT signs come on
S RETURN TO SEAT.
S NO SMOKING signs come on
The passenger sign lights use incandescent lamps.
S RETURN TO SEAT signs will not come on
When the NO SMOKING sign and FASTEN SEAT
BELT sign switches are in the AUTO position, this S Low chime operates.
occurs:
S The NO SMOKING relay and FASTEN SEAT No Smoking Sign Relay
BELT relay will energize with the landing gear in When the NO SMOKING sign switch is in
the down position, or when the oxygen indication the AUTO position, this occurs:
relay energizes.
S The NO SMOKING relay will energize with the
S The FASTEN SEAT BELT relay will energize with landing gear in the down position, or when the
the trailing edge flap limit switch in the NOT UP oxygen indication relay energizes.
position.
Seat Belt Sign Relay
Control Panel
When the FASTEN SEAT BELT sign switch is in the
Two, three−position toggle switches on the P5 panel AUTO position, this occurs:
control the passenger signs.
S The FASTEN SEAT BELT relay will energize with
These switches are NO SMOKING and FASTEN
the trailing edge flap limit switch in the NOT UP
SEAT BELT.
position or when the oxygen indication relay
When you move the NO SMOKING sign or FASTEN
energizes.
SEAT BELT switches to the ON position, 28v ac
energizes the related NO SMOKING relay or FASTEN
SEAT BELT relays.
This supplies 28v ac from transfer bus 1 to operate the
passenger sign lights and the low chime
Flap Limit Relay

When the passenger sign switches are in the AUTO
position and the trailing edge flaps limit switch is in the
NOT UP position, these indications occur:
S RETURN TO SEAT signs come on
S Low chime operates.
Landing Gear Lever Switch

When the passenger signs switches are in the AUTO
position and the landing gear lever switch is in the
GEAR DOWN position, these indications occur:

S NO SMOKING signs come on
S RETURN TO SEAT signs come on
S Low chime operates.
Page 130 Lufthansa FRA US/T-2 BaF Sep 21, 2012

Technical Training
33−20
B737−600/700/800/900
28V AC
TRANSFER TO OTHER
BUS 1 PSUS
PASS SIGN GALLEYS
NO SMOKING (TYP)
ON
AUTO GEAR DOWN
R25 NO SMOKING OFF

SIGN RELAY NO SMOKING GEAR UP
SIGN SWITCH
LANDING GEAR
ON LEVER SWITCH
AUTO (P2)
OFF
FASTEN SEAT TO OTHER
BELT SIGN NORMAL LAVATORIES
SWITCH
UP
NOT DEPLOYED
UP
NO SMOKING
Technical Training
R324 OXYGEN RETURN TO

R334 FLAP
01|B736|Pass Comp|L3
INDICATION SEAT SIGN
28V AC LIMIT RELAY
RELAY (J23)
TRANSFER P5 FORWARD
BUS 1 LAVATORY (TYP)
OVERHEAD PANEL
Lufthansa
PASS SIGN
FASTEN SEAT TO OTHER
BELT PSUS
FASTEN SEAT
LOW CHIME
28V DC BELT
BUS LOW CHIME
PASS SIGN PASSENGER SIGNS
CONTROL R26 SEAT BELT (TYP)
SIGN RELAY PASSENGER ADDRESS
AMPLIFIER
P18 CB PANEL P6 CB PANEL
NO FASTEN
SMOKING BELTS
OFF
AUTO
PASSENGER COMPARTMENT
ON
LIGHTS
FRA US/T-2 BaF Sep 21, 2012 Figure 60 Passenger Signs Schematic Page 131
LIGHTS B737−600/700/800/900
EXTERIOR
33−40
33−40 EXTERIOR LIGHT

GENERAL
Taxi and Runway Turnoff Lights
The exterior lights supply light for airplane
identification, direction, and to aid in the safe operation Taxi and runway turnoff lights let the pilots see the
of the airplane. taxiway or runway as the airplane taxis.
These are the exterior lights on the airplane: You use three switches on the P5 panel to control the
taxi and runway lights.
There is one switch for the nose gear taxi light and one
Control Panel
switch for each runway turnoff light.
These are the switches on the P5 that control the
external lights: Logo Lights
S Landing (retractable and fixed)
The logo lights help show the airline logo or emblem
S Runway turnoff on the vertical stabilizer.
S Logo With the toggle switch in the ON position, 115v ac will
S Position go to the logo light. The logo light has a step−down
transformer. The transformer decreases the 115v ac to
S Anti−collision
12v ac.
S Wing
S Wheel Well
S Taxi.
Wing Illumination
The wing illumination lights supply light to the leading
edge of the wings. At night, this lets the pilots see
when ice collects on the wing leading edges.
Fixed Landing Lights

The landing lights help the pilots to see the runway for
takeoff and landing.
There are two types of landing lights, fixed and
retractable. With the fixed landing light switch in the
ON position, 115v ac goes to the step down
transformer. The step down transformer decreases the
voltage to 28v ac.
Retractable Landing Lights

The retractable landing light uses115v ac to extend
and retract the light.
With the retractable landing light switch in the
RETRACT
RETRACT position,115v ac goes to the retract motor
in the light. The light will retract until the full retract limit
switch opens.
EXTEND
With the switch in the EXTEND position, 115v ac goes
to the extend motor in the light. The light will extend

until the full extend limit switch opens.
ON
With the switch in the ON position, the landing light will
extend. When the light is within five degrees of full
extension the light will come on.

Technical Training
33−40
B737−600/700/800/900
T LANDING RUNWAY TAXI LOGO POSITION ANTI WING WHEEL

I O E TURNOFF COLLISION WELL T
N I O
D L X STROBE & N
E O T L R OFF OFF STEADY D
OFF OFF OFF L
X C E
K E O
OFF X C
N K
D
ON
L ON R L ON R AUTO
ON STEADY ON ON ON
RETRACTABLE FIXED
TAXI LIGHT
115V AC
Technical Training
1
XFER BUS 1 RETRACT
RETRACT
02|B736|Ext Lights|L3
FIXED SECT 1
LANDING EXTEND
EXTERIOR
LIGHTING
Lufthansa
LANDING EXTEND
RUNWAY RIGHT RETR
TURNOFF
LAMP POWER
WING ON
RETRACTABLE RIGHT RETRACTABLE
RETRACTABLE 1 RIGHT SYSTEM SHOWN, LANDING LIGHT
LANDINGLIGHT LEFT SYSTEM SIMILAR
115V AC
XFER BUS 2 OFF
STROBE
SECT 1
EXTERIOR
LIGHTING ON
LANDING FIXED
FIXED FIXED LANDING RIGHT FIXED
NAV LIGHT XFMR LANDING LIGHT
P18 CB PANEL LANDING SWITCHES
(P5)
LOGO 6 RIGHT RETRACTABLE

EXTERIOR
LIGHTS
FRA US/O-7 BaF/ScV Sep 21, 2012 Figure 61 Exterior Lights Page 133
LIGHTS B737−600/700/800/900
EXTERIOR
33−40
33−40 EXTERIOR LIGHTING

GENERAL-ANTI−COLLISION LIGHTS
The ant−collision lights make the airplane easier to see
in the air and on the ground.
There are five anti−collision lights on the airplane:
S Two red anti−collision lights
S three white anti− collision lights.
Each light assembly has a xenon arc flashtube and

solid state circuits to operate the flashtube.
With the control switch in the STROBE and STEADY
position, 115v ac goes to the power supplies for each
anti−collision light.
White Anti−collision Lights

Control switches for the anti−collision lights are on the
P5 forward overhead panel.
There is a control switch for each anti-collision system.
The anti−collision lights flash at a rate of 42 times per
minute.
The red anti−collision lights flash at the same time.
Red Anti−collision Lights

Control switches for the anti−collision lights are on the
P5 forward overhead panel.
There is a control switch for each anti−collision
system.
The anti−collision lights flash at a rate of 42 times per
minute.
The synchronized white ant−collision lights flash at the
same time.
Position Lights
The position lights show this information to persons in
other airplanes or on the ground:
S Airplane position
S Direction
S Attitude.
With the position lights switch in the ON position, 115v
ac goes to the step down transformers.
The step down transformers decrease the 115v ac to
10v ac. The 10v ac electrical power goes to the
position lights.
Page 134 Lufthansa FRA US/07 BaF/ScV Sep 21, 2012

Technical Training
33−40
B737−600/700/800/900
115V AC OFF ANODE
XFR BUS 1
TRIGGER
SECT 1
EXTERIOR RETURN TRIGGER
ON
LIGHTING CATHODE
ANTI−
COLLISION ANTI−COLLISION UPPER ANTI−COLLISION UPPER ANTI−COLLISION
RED SWITCH (P5) LIGHT POWER SUPPLY LIGHT
P18 CB PANEL
ANODE
LOGO POSITION ANTI WING WHEEL
COLLISION WELL
T
O TRIGGER
OFF STROBE & I
STEADY
OFF OFF OFF N
D
L
O
RETURN TRIGGER
E C
X K CATHODE
LOWER ANTI−COLLISION LOWER ANTI−COLLISION

ON STEADY ON ON ON
LIGHT POWER SUPPLY LIGHT
115V AC STEADY ANODE

ANTI-COLLISION
XFR BUS 1 LIGHTS
OFF TRIGGER
(WHITE)
EXTERIOR RETURN TRIGGER
STROBE &
LIGHTING CATHODE
Technical Training
STEADY
03|B736|Pos/Collis Lights|L3
ANTI−
COLLSION POSITION RIGHT WING TIP RIGHT FWD WING TIP
WHITE SWITCH (P5) ANTI−COLLISION LIGHT LIGHT
POWER SUPPLY
P18 CB PANEL
Lufthansa
ANODE
TRIGGER
RETURN TRIGGER
TAIL STROBE LIGHT
CATHODE AFT POS. LIGHT
LEFT WING TIP
LEFT FWD WING TIP LIGHT
ANTI−COLLISION LIGHT POWER SUPPLY
G
115V AC STROBE &
GND SVCE STEADY G
BUS 1
SECT 1 OFF
RIGHT FWD WING SINGLE LENS
EXTERIOR LT TIP LIGHT
POSITION OR
RIGHT W
OFF RIGHT POSITION DUAL LENS
POWER SUPPLY AND POS. LIGHT
EXTERIOR LT LTS XFMR
POSITION STEADY W TRANSFORMER
LEFT
POSITION RIGHT TAIL
P18 CB PANEL SWITCH (P5) POSITION LIGHT
R WING ANTI-COLLISION
LIGHT
R
LEFT FWD WING

TIP LIGHT
EXTERIOR
W
LEFT POSITION WING ANTI-COLLISION LIGHT
LIGHTS
LTS XFMR W
FORWARD FORWARD AND ATTENUATOR
POS. LIGHT POS. LIGHT
LEFT TAIL
FRA US/07 BaF/ScV Sep 21, 2012 Figure 62 Position/Wing Anti-Collision Lights - Operation Page 135
LIGHTS B737−600/700/800/900
EMERGENCY LIGHTING
33−00
33−00 EMERGENCY LIGHTING

GENERAL With the P5 switch in the ARM position, the power
The emergency lighting system has these supply makes the emergency lights come on when
components: one of these conditions occur:
S Exit signs S The attendant panel emergency exit switch is in the
ON position.
S Aisle lights
S 28v dc bus 1 power drops below 12 volts.
S Slide lights
S Floor proximity lights
Aisle Lights
S Power supplies (battery packs)
The aisle lights supply light to the general aisle area.
S Control switches.
The emergency lights use rechargeable battery packs
Exit Lights
as a power source.
The battery pack assemblies have logic and charging The exit sign lights come on to show the way to the
circuits. exits.
The logic controls circuits control light operation and
charges the battery packs during normal airplane Exit Signs
operations.
The exit sign lights come on to show the location of
Control Panel the exits.
You use the emergency exit light switch on the P5 Floor Proximity Lights (Electric−Type)
forward overhead panel or the emergency exit switch
on the attendant panel. There are different types of floor proximity lights
The emergency exit light switch on the P5 panel has available
these positions: S Non−electric type
S ON, makes emergency lights come on S Electric−type
S OFF, prevents automatic operation The floor proximity lights supply light at the floor level
S ARM, prepares system for automatic operation. to show the direction to all of the exits.
The NOT ARMED and MASTER CAUTION lights
illuminate when the emergency light switch on the P5 Slide Lights
panel is in the ON or the OFF position. The slide lights supply light to the exit areas around
The emergency exit switch on the attendant panel has the airplane.
ON and NORMAL positions:
S The ON position makes the emergency lights come
on.
S The NORMAL position sets automatic operation.
S The attendant panel switch will cause the lights to
come on even if the P5 switch is OFF.
Battery Pack
The power supplies use DC−bus No. 1, 28vdc for their
charge and control logic circuits.
The charge circuits charge the battery packs when
these conditions exist:
S The P5 emergency exit light switch is in the OFF or
ARM position.
S 28v dc bus 1 has power.

S The P14 attendant panel emergency exit light
switch is in the NORMAL position.
Page 136 Lufthansa FRA FRA US/T-2 BaF Sep 21, 2012
Technical Training
33−00
B737−600/700/800/900
28V DC
BUS 1
PASSENGER CABIN
LIGHTING
EMER CHGR-FWD (A11)
TO OTHER
EMERGENCY
FWD EMERG. LTS.
TO OTHER LIGHT (TYP) WING/SLIDE LIGHT
PASSENGER CABIN LIGHTING EMERGENCY A (EXAMPLE)
EMER CHGR-LAFT (A10) LIGHTS POWER
SUPPLIES
(3EACH/CB)
PASSENGER CABIN LIGHTING
EMER CHGR-RAFT (B10)
BATTERY PACK
P18−3 CB-PANEL TO OTHER
EMERGENCY
FWD EMERG. LTS.
LIGHT (TYP)
A
SLIDE LIGHT
MASTER CAUTION (EXAMPLE)
SYSTEM (P7)
POWER SUPPLY TO OTHER

EMERGENCY
A BATTERY TEST SWITCH FWD EMERG. LTS.
LIGHT (TYP)
(1 MINUTE ON)
TO THE
Technical Training
OTHER EMERGENCY LIGHTS
04|B736|Emerg Lights|L3
8 POWER POWER SUPPLY
SUPPLIES (TYPICAL)
EMERGENCY EXIT EXIT SIGN (TYPICAL)
LIGHT SWITCH (P5)
Lufthansa
TO THE OTHER
8 POWER SUPPLIES
BATTERY PACK
A
FLOOR MOUNTED
PROXIMITY LIGHTS OVERWING EXIT DOOR
EMERGENCY EXIT LIGHT SWITCH

(ATTENDANT PANEL)
BATTERY
CHARGE
2 CONTROL
28V DC TRICKLE CHARGE
CONTROL FAST CHARGE 22 5
EMERGENCY 28V DC LIGHT SW LIGHT SW BATTERY 6
EXIT LIGHTS BUS ATT PANEL P5 PANEL PACKS REGULATOR
GRD IF ANY EMERGENCY 4 9
ON <12V NORMAL ARMED DISCHARGE
LIGHT SWITCHES IN POS ON 10 BATTERY
ON <12V NORMAL ON DISCHARGE 3 11 OUTPUT
EMERGENCY LIGHTING
GRD IF: 12
OFF <12V NORMAL OFF CHARGE TERMINALS
– P-5 SW. IS IN POS. OFF AND 13
ON <12V ON OFF DISCHARGE – P13 SW. IS IN POS. NORM 14 EXIT LIGHTS
1 MIN. 15
OFF >12V NORMAL ARMED CHARGE TEST 16
ON >12V NORMAL ON DISCHARGE TIMER 5A FUSE (TYP)
24
OFF >12V NORMAL OFF CHARGE 20
ON >12V ON ARMED DISCHARGE
LIGHTS
ON >12V ON ON/OFF DISCHARGE EMERGENCY EXIT LIGHT BATTERY PACK

A INTERNAL CIRCUITRY (TYPICAL)
EMERGENCY EXIT LIGHTS OPERATION AND BATTERY PACK CHARGE LOGIC
FRA FRA US/T-2 BaF Sep 21, 2012 Figure 63 Emergency Lighting Schematic Page 137
NAVIGATION B737−600/700/800/900
AIR DATA SYSTEM
34−11
ATA 34 NAVIGATION
34−11 AIR DATA SYSTEM

GENERAL
EFIS Control Panels
The purpose of the static and total air pressure system
is to measure pitot and static air pressure. These Barometric correction adjusts the barometric altitude
pressures are used to calculate flight parameters such value that shows on the altimeter indication.
as airspeed and altitude. The static and total air The barometric correction controls are on the EFIS
pressure system gets air pressure inputs from three control panels.
pitot probes and six static ports on the airplane The controls select and set barometric correction
fuselage. reference, values, and displays.
Barometric correction shows on the PFD below the
Primary Static and Total Air Pressure altitude tape.
System
The two primary pitot probes connect to two pitot DEU 1 And DEU 2
ADMs (Air Data Modules).
Barometric correction comes from the EFIS Control
Two pairs of the primary static ports connect to two Panel through the DEUs.
static ADMs.
VMO MMO
Alternate Static and Total Air Pressure
There are two mach airspeed warning test switches.
System
They are momentary push switches.
The auxiliary pitot probe connects to the standby
When you push the test switch, a ground discrete
altimeter/airspeed indicator.
goes to the ADIRU an activates the Clacker from the
The alternate static ports connect to the standby Aural warning Module.
altimeter/airspeed indicator
and to the cabin differential pressure indicator.
ADIRU‘s
Pitot ADMs, Static ADMs The ADR processor calculates Altitudes, Airspeeds,
Mach Numbers, Temperatures and Pressure values
The ADM supply static and pitot air pressure to the and supplies these datas to these Systems:
ADR processor.
S A/T (computer)
The ADM‘s change the air pressures to electrical
S DEU‘s
signals and sends them to the ADIRU (Air Data Inertial
Reference Units) on ARINC 429 data buses. S FCC‘s
S FDAU
AOA Sensors S ATC’s
AOA (Angle Of Airflow) data is converted from analog S FSEU (Flap/Slat Electronics Unit)
data to digital data by the A/D converter before the S EGPWC
data is received by the ADR processor. S SMYD‘s
There are two resolvers in each AOA sensor.
S CPC‘s
The AOA data from the two resolvers in the left AOA
S WXR
sensor go to the left ADIRU and to the SMYD 1.
S FMC‘s.
The AOA data from the two resolvers in the right AOA
sensor goes to the right ADIRU and to the SMYD 2.
TAT Probe
TAT (Total Air Temperature) from the ADIRUs shows

on the top of the engine display.
The TAT value that shows is from the left ADIRU.
When the left ADIRU TAT is invalid, the right ADIRU
TAT value shows.
TAT goes out of view when the data from both
ADIRUs is invalid.
Page 138 Lufthansa FRA US/T-4 Ru/ScV Sep 21, 2012

Technical Training
B737−600/700/800/900
34−11
#1 FMC SPD LNAV
VOR/LOC
VNAV PTH
G/S
138 2 500
#2 IBFI/130
O
3 200
STBY BUS 115 VAC (#1) 200 DME 8.1
CMD
180 6
TRANS BUS 2 (#2) POWER
OM
3 000 2
SUPPLY 160 10 1
3 20
14 2 800
2
REF
28 VDC 120
1
13.5 V 2 600 2
6
100
TO ADM 1000
2 400
INTERTIAL REFERENCE 1011 HPA
AOA SECTION
AUX PITOT SENSOR ALT F/O CAPT 186H MAG
PROBE STATIC STATIC STATIC

F/O PITOT PORT PORT PORT
AIR DATA DISPLAY UNIT
PROBE
SECTION
APP HP/IN
AIR DATA
80 APP 30.08IN PROCESSOR
400
A/D 60
200
A/D
10
40
30 0000
PITOT ADM 10 −200 STATIC ADM
DEUS
15
A/D
A/D
A/D
Technical Training
ATT RST BARO
INTEGRATED
01|B736|Air Data Intro|L2

STBY FLIGHT DISPLAY
TO SYSTEMS
Lufthansa
CAPT PITOT RECEIVING:

PROBE ALT F/O CAPT AIRSPEED
TAT AOA STATIC STATIC STATIC
PORT PORT PORT ALTITUDE
PROBE SENSOR
MAX AIRSPEED
ANALOG TO MACH
ANGLE OF ATTACK
DIGITAL AIR TEMP
AIR TEMPERATURE CONVERTER AIR PRESSURE
DISPLAY UNIT
BARO CORRECTION
FIS CONTROL PANELS MMO/VMO WARNING

DEUS “CLACK“
AIRSPEED
WARNING
AIR DATA SYSTEM
TEST LEFT ADIRU

RIGHT ADIRU
NAVIGATION
FLIGHT RECORDER/MACH
AIRPEED WARNING TEST MODULE
FRA US/T-4 Ru/ScV Sep 21, 2012 Figure 64 Air Data System Introduction Page 139
NAVIGATION B737−600/700/800/900
ATTITUDE&DIRECTION
34−20
Reference to Figure 65 ADIRS Operation

34−20 ADIRS-IR GENERAL THEORY
GENERAL
CDS
The inertial reference function of the ADIRU supplies
heading and attitude information. The CDS shows NCD during alignment. When the
ADIRU alignment is complete and the ADIRU is in the
Each ADIRU uses three accelerometers and three
NAV mode, the PFD and ND show ADIRU IR Data.
laser gyros to calculate IR (Inertial Reference) data.
Air data from the ADIRU is not affected by the IR
You must enter present position data for the ADIRU
mode of operation.
during alignment. The ADIRU calculates present
position latitude but it cannot calculate present position
longitude. The ADIRU compares your latitude entry to RMI
its calculated value to make sure its calculation of The RMI receives digital heading data from the
latitude is correct. ADIRUs. The RMI uses the heading data from the left
ADIRU with the IRS transfer switch in the normal or
ISDU both on left position. Move the switch to the both on
right position to use heading data from the right
The ISDU supplies both ADIRUs with test discrete,
ADIRU.
heading data, and present position data. The ADIRUs
supply IR data and fault data to the ISDU.
IRS Master Caution Unit
MSU The IRS master caution unit receives fail and ON DC
discrete from the ADIRUs.
The MSU supplies mode discrete to the ADIRUs. The
The IRS master caution unit supplies discrete outputs
ADIRUs supply align and fail discrete to the MSU. The
to the MSU and to the master caution lights and
MSU also receives an ON DC discrete from the
annunciators.
ADIRUs.
The ON DC discrete goes through the IRS master
Master Caution Annunciator
caution unit.
Shows Master CAUTION and IRS six pack light when
CDU IRS master caution unit sends a discrete signal.
You can use the FMC CDU to enter present position
IFSAU
data.
When both ADIRUs are in alignment mode, you only If AC power for IRS fails. the DC power supplies IRS.
need to enter the data one time. The data goes to both After 5 minutes with IRS 2 on DC, the system will be
ADIRUs. The ADIRUs use the last data entry that you switched off automatically. This feature allows the
make. Push the INIT/REF key on the CDU and then airplane battery to drain at a slower rate.
LAST POS, REF AIRPORT or CDU keyboard. The IFSAU supplies power to the crew call horn when
the ADIRUs operate with dc power on the ground.
FMC‘s
IRS data for position determining, test and
initial present position information goes to the ADIRUs
from the FMCS.
ADIRU
The ISDU or the FMC supplies initial position data to
the IR processor. The mode of operation comes from
the MSU. The gyros and accelerometers supply
movement data to the IR processor.
IRS Transfer Switch

The IRS transfer switch is a three position switch.
The BOTH ON L and BOTH ON R switch positions tell
the components to use only left IR data or only right IR
data.

Technical Training
#2
34−20
#1
B737−600/700/800/900
IFSAU
28 VDC (#1 & #2) > 5 Min.

SW HOT BAT. BUS IRS on DC:
IRS 2 OFF
115V AC
28V DC
IRS TRANSFER
SWITCH
DISPLAY UNIT
ISDU PANEL
Technical Training
02|B736|ADIR SYS|L3
Lufthansa
MODE SELECT UNIT DISPLAY UNIT
FMC(S) RADIO MAGNETIC

INDICATOR
CDU (2)
ATTITUDE&DIRECTION
IRS MASTER
NAVIGATION
CAUTION UNIT
LEFT MASTER CAUTION

ANNUNCIATOR (2)
ADIRU (2)
FRA US/T-2 ScV Sep 21, 2012 Figure 65 ADIRS Operation Page 141
NAVIGATION B737−600/700/800/900
GENERAL
34−00
34−00 RADIO NAVIGATION GENERAL

ILS ADF System
The MMR contains the ILS and the GPS functions. The ADF system is a navigation aid. The ADF receiver
The ILS function provides lateral and vertical position uses AM signals from ground stations to calculate the
data necessary to put the airplane on the runway bearing to the ADF station from the airplane
direction for approach. The system uses signals from longitudinal axis. The ADF system also receives
a glideslope ground station and a localizer ground standard AM radio broadcasts.
station. The glideslope ground station transmits
signals to give the airplane a descent path to the ADF Antennas
touchdown point on the runway. The localizer ground
station transmits signals to give the airplane lateral The ADF antenna assembly contains the loop
guidance to the runway centerline. antennas and the sense antenna.
The antenna assembly also contains signal amplifiers
for the loop and the sense antenna. The loop antennas
Loc Antenna Switch
supply direction data and the sense antenna supplies
Switches between upper localizer antenna and lower station audio.
radome antenna.
ADF Contol Panel
ILS/VOR Antennas
The ADF control panel sends tune frequency inputs to
There are two localizer antennas, one in the vertical fin the ADF receiver. The ADF control panel sends a data
which is also used as a dual vor antenna and one word that contains the ADF mode or ANT mode
under the radome which is only for localizer. The only selection. The ADF control panel sets a bit that
glide slope antenna is located under the radome. enables ADF receiver BFO (Beat Frequency
Oscillator) operation when you turn on the tone
VOR System selector.
The VOR system is a navigation aid that gives

GPS MMR
magnetic bearing data from a VOR ground station to
the airplane. The VOR ground stations transmit signals The GPS uses navigation satellites to supply airplane
that give magnetic radial information from 000 degrees position to airplane systems and to the flight crew.
to 359 degrees. There are two GPS systems. The MMRs calculate the
airplane position and accurate time. This data goes to
Marker Beacon System the FMCS and the IRS master caution unit. The FMCS
uses GPS to calculate the airplane position.The IRS
The marker beacon system supplies visual and aural master caution unit gets GPS fail data .
indications when the airplane flies over the marker
beacon transmitters. The marker beacon function only
GPS Antenna
operates in the VOR/MB receiver 1 position.
The GPS antennas receive L−band frequency signals
Marker Beacon Antenna (1575.42 MHz) and sends them to the MMRs . Each
antenna contains an integrated preamplifier to
The marker beacon antenna receives the marker increase the signal level to the MMR.
beacon signals. The marker beacon antenna is on the
bottom of the fuselage.
CDS/RMI/ISFD
DME Via DEUs all systems send indication information to

the PFDs and navigation displays. VOR and ADF
The DME system supplies slant range distance informations are also indicated on the RMI. ILS Infos
measurement between the airplane and the DME are shown on the ISFD or STBY Horizon too.
ground station. The DME system supplies station
audio and identifier signals to the interphone speakers

EFIS Control Panel
and headsets.
With the EFIS Control Panel, display formats are
DME Antennas selected to show the navigation informations.
The DME antennas transmit and receive DME signals.

The antennas transmit signals to the ground stations.
They receive the reply signals from the DME ground
station and send them to the interrogator.
Page 142 Lufthansa FRA US/O-2 Sep 21, 2012

Technical Training
IND ON PFD 1 IND ON ND 1 IND ON ND 1 IND ON PFD 1
34−00
B737−600/700/800/900
ISFD
ILS 1 ILS 2
DME 1 CAPT
DME 2
MARKER ILS 2 ILS 1 MARKER
(OM/MM/AWY) VOR CAPT
1/DME 1 VOR CAPT
1/DME 1 (OM/MM/AWY)
VOR 2/DME 2 VOR 2/DME 2
ADF 1 ADF 1
ADF 2 ADF 2
(OPTIONAL) (OPTIONAL)
SRMI
CAPT EFIS CTRL PNL F/O EFIS CTRL PNL

Technical Training
03|B736Radio Nav Sys (1)|L2

Lufthansa
RECEIVERS #1 RECEIVERS #2
GPS 1 VOR 2 GPS 2

VOR 1 TUNING TUNING ADF 2
(Part of DME 1 ADF 1 DME 2 (MKR (Part of
MKR (OPTION)
ILS 1) DEACT) ILS 2)
PWR PWR
SUPPLY SUPPLY
DME 1 ANT ADF 1 DUAL VOR/LOC ADF 1 DME 2 ANT
ANTENNA ANTENNA ANTENNA
ADF 2 ADF 2
ANTENNA ANTENNA
(OPTION) (OPTION)
GPS VOR SIGNAL VOR SIGNAL GPS

ANTENNA ANTENNA
VOR/LOC SIGNAL VOR/LOC SIGNAL
LOC G/S LOC

SIGNAL ANTENNA SIGNAL
MARKER G/S ANTENNA
ANTENNA
NAVIGATION
G/S + LOC G/S + LOC

LOC ANT SIGNAL SIGNAL LOC ANT ILS SIGNAL
LOC ANTENNA
GENERAL
ANALOG SWITCH SWITCH

ILS SIGNAL
DIGITAL
LOC
ANTENNA
FRA US/O-2 Sep 21, 2012 Figure 66 Radio Navigation System Schematic (1 of 2) Page 143
NAVIGATION B737−600/700/800/900
GENERAL
34−00
34−00 RADIO NAVIGATION

Radio Altimeter System ATC/TCAS Control Panel
The RA (Radio Altimeter) system measures the The dual ATC/TCAS control panel controls the ATC
vertical distance from the airplane to the ground. The transponder and the TCAS computer.
radio altitude shows in the flight compartment. The
system has a range of −20 to 2500 feet. The flight TCAS
crew and other airplane systems use the altitude
during low altitude flight, approach, and landing. The The TCAS helps the flight crew and air traffic control
radio altimeter system has two receiver/ transmitters. maintain safe air traffic separation. TCAS is an
Each receiver/transmitter has a transmit and a receive airborne system. TCAS uses signals from an ATC
antenna. mode S transponder to track other airplanes.
TCAS also communicates with other airplanes that
have TCAS to agree on the flight movement to prevent
RA Antennas
a collision.
The transmit antenna sends radio frequency CRF) TCAS supplies a traffic display and visual and aural
signals to the ground. The receive antenna sends vertical commands to the flight crew.
reflected RF signals to the receiver circuits of the RA
receiver/transmitter. TCAS Antennas
There are two TCAS directional antennas. The TCAS
ATC
directional antennas receive traffic airplane reply
The ATC ground stations interrogate the airborne ATC signals. They also transmit the TCAS interrogation
system. The ATC transponder replies to the signals.
interrogations in the form of coded information that the
ground station uses. WX Radar
The ATC transponder also replies to mode S
The WXR system supplies visual indications as
interrogations from the TCAS of other airplanes. When
weather and land contours.
a ground station or a TCAS computer from another
The WXR system transmits RF (Radio Frequency)
airplane interrogates the ATC system, the transponder
pulses in a 180 degree area forward of the airplane
transmits a pulse coded reply signal. The reply signal
path. Rain or terrain contours reflect the pulses back
identifies and shows the altitude of the airplane.
to the airplane. The WXR returns show in four different
colours on the NDs. Colours of the indications give the
ATC Antennas crew infos about the intensity of the returns.
The two antennas transmit signals from the ATs
transponder and send receive signals to the ATC WX - Radar Control Panel
transponder.
The WXR control panel has functions as, Mode
selection, Tilt control and Gain control.
ATC Coax Switches
When you select ATC transponder 1 on the control WXR Antenna
panel, the ATC coax switches do not energize and the
The WXR antenna sends the RF pulses and receives
antennas connect to ATC transponder 1.
the RF returns.The R/T gets ADIRU pitch and roll data
When you select ATC transponder 2 you energize the for antenna stabilization.
coax switches which connects the top and bottom
antennas to ATC transponder 2.
Terrain WXR Relay
The terrain select discrete can be manually initiated by
the TERR switch on the EFIS control panel.
Terrain also shows automatically on the navigation
display in case of EGPWS terrain cautions or

warnings.
Page 144 Lufthansa FRA US/O-2 FrM May 9, 2012

Technical Training
34−00
B737−600/700/800/900
2
PWS WARN ACP, CAPT PWS WARN

TCAS INTRUDERS TCAS CAPT
INTRUDERS
TCAS F/O TCAS
& &
RA 1 (2) RA 1 (2)
WXR/PWSCAPT IMAGE
WXR/PWSCAPT IMAGE
OR OR
EGPWS TERRAIN EGPWS TERRAIN

REU
CAPT
Technical Training
04|B736|Radio Nav Syst (2)|L2

F/O
FLIGHT JUNCTION BOXES
INTERPHONE (NLG WHEEL WELL)
SPEAKERS J22 J24
Lufthansa
RELAY RELAY
746 745
TO WXR TO WXR
ARINC 429
WX-RADAR CTL PNL
INHIBIT TA/RA WARN
RCP
ANT TERRAIN/
ARINC 453
ATC 1 TCAS ATC 2 WEATHER
RELAY
ATC COAX
SWITCH
EGPWC WXR 1
RA 1 CALLOUTS RA 2
INHIBIT
PWS FROM EFIS
TOP ANT CTRL PNL 1 (2)
CAUT & WARN
CUSTOMER OPTION
WAVE GUIDE
BOT ANT
BOT BOT
ANT ANT
WXR
NAVIGATION
XMS XMS
ANT ANT ANT
GENERAL
ANT
RCP TOP TOP DRIVE RCP
ANT ANT ANT ANT
FRA US/O-2 FrM May 9, 2012 Figure 67 Radio Navigation Schematic (2 of 2) Page 145
NAVIGATION B737−600/700/800/900
GENERAL
34−00
EGPWS
The purpose of the GPWS is to alert the
flight crew of an unsafe condition when near the
terrain.
The GPWS also alerts the flight crew for to early
descent on approach or to terrain threats ahead of the
airplane. It also supplies a warning for windshear
conditions and radio−altitude voice call−outs.
The main component of the GPWS is the GPWC It
uses inputs from other systems to calculate unsafe
conditions and gives the applicable alert or warning.
EGPWS Warning Module

The GPW module has an amber GPWS INOP light,
Test switch, Flap inhibit switch, Gear inhibit switch and
Terrain inhibit switch, to suppress Warnings in unusual
Approach conditions.
Below G/S Switch/Light

Warns the crew about a too low approach and lets the
crew inhibit the below glide slope alert.
Aural System
Warnings from the GPWC are amplified by the REU
before they are put out via flight/service interphone
and cockpit speakers.
CDS
Shows different status messages and warnings as „no
fly areas“ and windshear warnings on PFD. TCAS,
terrain or weather images are shown on the NAV
displays.

Technical Training
34−00
B737−600/700/800/900
2
PWS WARN ACP, CAPT PWS WARN

TCAS INTRUDERS TCAS CAPT
INTRUDERS
TCAS F/O TCAS
& &
RA 1 (2) RA 1 (2)
WXR/PWSCAPT IMAGE
WXR/PWSCAPT IMAGE
OR OR
EGPWS TERRAIN EGPWS TERRAIN

REU
05|B736|Radio Nav Syst (2)Cont.|L2

CAPT
Technical Training
F/O
FLIGHT JUNCTION BOXES
INTERPHONE (NLG WHEEL WELL)
SPEAKERS J22 J24
Lufthansa
RELAY RELAY
746 745
TO WXR TO WXR
ARINC 429
WX-RADAR CTL PNL
INHIBIT TA/RA WARN
RCP
ANT TERRAIN/
ARINC 453
ATC 1 TCAS ATC 2 WEATHER
RELAY
ATC COAX
SWITCH
EGPWC WXR 1
RA 1 CALLOUTS RA 2
INHIBIT
PWS FROM EFIS
TOP ANT CTRL PNL 1 (2)
CAUT & WARN
CUSTOMER OPTION
WAVE GUIDE
BOT ANT
BOT BOT
ANT ANT
WXR
NAVIGATION
XMS XMS
ANT ANT ANT
GENERAL
ANT
RCP TOP TOP DRIVE RCP
ANT ANT ANT ANT
FRA US/O-2 FrM Sep 21, 2012 Figure 68 Radio Navigation Schematic cont. (2 of 2) Page 147
NAVIGATION B737−600/700/800/900
ATTITUDE&DIRECTION
34−11
34−11 STANDBY AIR DATA INSTRUMENTS

Stby Altimeter/Airspeed Indicator Stby Magnetic Compass
The standby altimeter/airspeed indicator is two flight The standby magnetic compass is a backup magnetic
instruments in one component. heading reference. The standby magnetic compass
One instrument is a pneumatic altimeter. It gets static has a circular heading indicator card. The card floats in
air pressure from the alternate static ports and shows a case filled with liquid. The liquid does not permit the
barometric altitude. card to move quickly.
The other instrument is a pneumatic airspeed There are two magnets in the standby magnetic
indicator. This indicator gets pitot air pressure from the compass. The magnets are parallel to each other, and
auxiliary pitot probe and static air pressure from the they are in the horizontal plane. The magnets align the
alternate static ports to show the indicated air speed. compass with the magnetic flux lines of the earth.
The standby altimeter/airspeed indicator shows air
The standby magnetic compass has N−S
data information such as barometric altitude and
(north−south) and E−W (east−west) compensation
indicated airspeed.
screws. These screws change the position of the
A vibrator is on the instrument frame to reduce friction
magnets.
errors in the mechanical linkage and to improve
indicator response. Use the compensation screws to correct for magnetic
deviation. Use only non magnetic tools to turn the
compensation screws. There is a compass correction
Stby Att. Indicator
card near the compass. Use this card to write small
The standby attitude reference system is an alternate errors that the compensation screws cannot remove.
source of airplane pitch and roll attitude information.
The standby attitude reference system can also show ISFD
ILS (Instrument Landing System) localizer and The standby attitude reference system is a color liquid
glideslope deviation. ILS data is from MMR (Multi crystal display (LCD) and consists of an integrated
Mode Receiver) 1. standby flight display (ISFD) and an ISFD dedicated
The failure flags on the standby attitude indicator tell battery system. If there is not sufficient power on the
the flight crew if there is battery bus the battery in the battery/charger supplies
an ILS or indicator failure. power to the ISFD with battery switch in on.
The standby attitude indicator uses a gyro stabilized The ISFD shows this standby data:
attitude ball to show airplane attitude. The gyro starts S Attitude
to operate when you apply power. The gyro normally S Airspeed
aligns to vertical at a rate of three degrees per minute.
S Altitude
You can pull the cage knob to align the gyro to vertical
in a few seconds. There are no special tests for the S Heading
standby attitude reference system. S Glide Slope and Localizer
It has an internal Gyro which provides attitude
MMR indications.
When you select the APP mode and the ILS data is The ISFD is a pneumatic altimeter and airspeed
correct, the localizer and glideslope deviation pointers indicator. The Sensors are the Auxilliary Pitot and
show ILS deviation. static ports.
The air data inertial reference system (ADIRS)
RMI provides heading to the ISFD from the left air data
The radio magnetic indicator is a standby instrument. inertial reference unit (ADIRU).
Its purpose is to show The standby attitude reference system also shows
relative bearing to VOR and ADF stations. It also information from the instrument landing system (ILS)
shows airplane magnetic heading. The RMI (Radio or (GLS) from the MMR 1.
Magnetic Indicator) is a standby instrument. It shows To start the BITE, simultaneously push and hold the
heading and bearing information. Controls and APP and the HP/IN switches for at least two seconds.
Indicators The RMI has two controls. They are the After two seconds, the TESTS and OTHER DATA
ADF/VOR 1, and ADF/VOR 2 bearing pointer page shows.
selectors. Turn the selector to select ADF or VOR S Display Test
bearing inputs to control the position of bearing pointer S Functional Test
1 or 2. The RMI has these indicators, Lubber line; a
fixed heading reference, Compass card; shows ADIRS S LRU Ident
heading with reference to the lubber line And Bearing S Engineering Data
pointers (2); shows ADF or VOR bearing relative to the
compass card.
Page 148 Lufthansa FRA US/T-2 ScV/FrM Sep 21, 2012

Technical Training
B737−600/700/800/900
34−11
STANDBY ALTIMETER/AIRSPEED INDICATOR

Technical Training
P2
06|B736|Stby Sys|L2
Lufthansa
ISFD
I
L
S
D
E
V
I-
A
T
I
O
N
RADIO MAGNETIC INDICATOR

ATTITUDE&DIRECTION
ILS DEVIATION
NAVIGATION
STANDBY COMPASS MMR 1 STANDBY ATTITUDE INDICATION

FRA US/T-2 ScV/FrM Sep 21, 2012 Figure 69 Standby Air Data/Attitude System Page 149
NAVIGATION B737−600/700/800/900
FLIGHT MANAGEMENT COMPUTER SYS
(FMCS) 34−61
Reference to Figure 70 FMCS-Schematic
34−61 FMCS-SYSTEM
GENERAL You use the CDU to test the FMCS and other
The flight crew uses the FMCS (Flight Management systems. There are two CDUs in the airplane. They
Computer System) to enter route and vertical are functionally and physically interchangeable.
performance flight plan data for a flight.
ACARS
With the flight plan and inputs from the airplane
sensors, the FMCS does these functions: The FMC/ACARS interface allows the receipt (uplink)
S Navigation and transmission (downlink) of FMC data from or to
the customers ground computers via the ACARS
S Performance management unit.
S Guidance. ACARS data for FMC 1 and FMC 2 goes through
The main component of the flight management FMCS Transfer Relay 1.
computer system is the FMC. The FMC receives the ACARS data for the CDUs is direct and does not go
data and does the navigation and performance through the transfer relays. Uplink and downlink data
calculations. is sent through the transfer relay 1.
The flight crew uses the CDUs (also called MCDUs) to
put data into the FMC. The FMC input and output data Transfer Relays
format is ARINC 429 digital data and analog discretes. The transfer relays are mechanically latched to the
Some FMC data goes directly to the user systems. FMC 1 position. The open input to the DEUs and
Other output data goes to the user systems through DFDAU cause these systems to select FMC 1 for
the transfer relays. data. The open input to the source select bits of FMC
FMC 1 tell the FMC that there is only one FMC installed.
The FMC source select switch controls the dc power
A navigation data base is in the FMC memory. It to the transfer relays.
includes the navigation data for the area of operation.
The pilot can use the navigation data base to set the ASAs
entire flight plan before a flight. The FMC light indicates problems with FMC.
The FMC calculates the airplane position during the
flight.The FMC compares the calculated position with
the set position. If there is a difference, it shows on the
common display system.
A performance data base in the FMC contains data to
model the airplane and the engines. The CDS
(Common Display System) shows target speeds and
altitudes.
Guidance :The FMC sends commands to the DFCS
(Digital Flight Control System) and the autothrottle
(A/T). The DFCS and the A/T use these signals to
control the airplane in the lateral (LNAV) and vertical
(VNAV) modes of flight.
Data Loader
The ADL (Airborne Data Loader) connects to the
FMCs through the data loader control panel. The data
loader digital input and output connects to FMC 1 and
FMC 2 through the data loader control panel.
The control panel must be set to the FMC position to
transfer data to the FMCs.
The new data base(s) may then be crossloaded

between the FMCs
CDU
The flight crew uses the CDU (Control Display Unit),
(also called the MCDU) to put in flight data and to
select displays and modes of operation.
They also use the CDU to start ADIRU alignment.

Technical Training
34−61
B737−600/700/800/900
MODE ANNUNCIATION
− DFCS MODE CONTROL
PANEL CDS
− AUTOTHROTTLE
SYSTEM FMC 1 TRANSFER
AUTOTUNE DATA
RELAY 1&2
AUTOFLIGHT SYSTEMS
FMC VHF NAV/DME CONTROL
PANEL
LOAD FMC DATA FMC AUTOTUNE DATA

P/RST
Technical Training
DATA LOADER DME

DFCS
07|B736|FMCS|L2
STEERING COMMANDS
EFIS CONTROL
Lufthansa
PANEL DISCRETES DFCS

TRANSFER
COMMON DISPLAY SYSTEM RELAY (2) THRUST COMMANDS
A/T
− ANTI−ICE
− ENGINE BLEED AIR AIRPLANE GROSS
− AIR/GROUND LOGIC WEIGHT
− FUEL QUANTITY ACARS
FLIGHT MANAGEMENT COMPUTER SYS (FMCS)
PROCESSOR UNIT SMYD

PWR FMC
ON VALID
AIRPLANE SENSORS POSITION DATA
FDAU
− ADIRU
TRACK & PRESENT
− GPS
POSITION DATA
POSITION AND AIR DATA CDU (2)
GPWC
FMC (2) DOWN LOAD FMC DATA

− DME DISPLAY DATA
− ILS DATA LOADER
− VOR
CDS
FMC BITE DATA
NAVIGATION
RADIO NAVIGATION CMPTR 1

SYSTEMS 115V AC FUEL QUANTITY PROCESSOR
NAV DATA
STBY BUS 1 UNIT
P18−2 CIRCUIT BREAKER ADIRU
PANEL
FRA US/O-7 BaF/ScV Sep 21, 2012 Figure 70 FMCS-Schematic Page 151
NAVIGATION B737−600/700/800/900
FLIGHT MANAGEMENT COMPUTER
34−61
34−61 FLIGHT MANAGEMENT COMPUTER SYSTEM

GENERAL
FMC
The flight crew uses the FMCS (Flight Management
Computer System) to enter route and vertical The main component of the FMCS (Flight
performance flight plan data for a flight. Management Computer System) is the FMC.
With the flight plan and inputs from the airplane The FMC receives the data and does the navigation,
sensors, the FMCS does these functions: guidance and performance calculations. Some FMC
data goes directly to the user systems. Other output
data goes to the user systems through the transfer
Guidance
relays.
The FMC sends commands to the DFCS (Digital Flight It is also used for Maintenance Bite Test Functions, for
Control System) and the A/T (Autothrottle). example:
The DFCS and the A/T use these signals to control the
S FMCS
airplane in the lateral (LNAV) and vertical (VNAV)
modes of flight. S DFCS
S A/T
Performance S CDS
A performance data base in the FMC contains data to S APU and Engine Control Unit
model the airplane and the engines. These program pins customize the FMCS to your
The flight crew puts this data in the FMC: airline’s configuration.
S Airplane gross weight A dip switch assembly sets the options:
S Cruise altitude S Airplane model 737−700
S Cost index. S Thrust rating 22,000
The FMC uses the data to calculate these functions: S Performance code 1
S Economy speeds S ACARS installed
S Best flight altitude S Selected course radial inhibit on EFIS
S Top of descent point S Degrees C default
S End of descent point S Flight number entry
S Runway position update on TO/GA
Navigation S Weight in kilograms
A navigation data base is in the FMC memory. The S JAA flight rules.
pilot can use the navigation data base to set the entire
flight plan before a flight. Airplane Systems
The FMC calculates the airplane position during the These example LRUs supply data to the FMCS:
flight. It uses the inertial reference function and the
S VOR/MB
radio navigation aids. The FMC compares the
calculated position with the set position. If there is a S DME
difference, it shows on the common display system. S MMR
S Electronic clock.
CDS
The CDS (Common Display System) shows target
speeds, altitudes and Navigation Informations.
CDU
The flight crew uses the CDUs (also called MCDUs) to
put data into the FMC.

The FMC input and output data format is ARINC 429
digital data and analog discretes. You use the FMCS
CDU to select and control BITE.

Technical Training
34−61
B737−600/700/800/900
PWR FMC
ON VALID
TOP OF
CLIMB
CLIMB GUIDANCE
STEP CRUISE GUIDANCE
FLIGHT MANAGEMENT CLIMB
COMPUTER OPTIMIZED SPEEDS
AND ALTITUDES
CONTROL DISPLAY UNIT CLIMB
WAYPOINT
Technical Training
TAKEOFF
GUIDANCE
08|B736|FMS Intro|L2
Lufthansa
CRUISE
WAYPOINT
DESCENT GUIDANCE
COURSE
TOP OF ALTERATION
DESCENT
ILS GUIDANCE
AIRPLANE OUTER
SYSTEMS MARKER ILS
APPROACH
NAVIGATION
ÂÂ DESTINATION
NAVIGATION DISPLAY
FRA US/O-2 FrM Sep 21, 2012 Figure 71 FMCS Introduction Page 153
NAVIGATION B737−600/700/800/900
34−61
Reference to Figure 72 FMCS Operation

S Waypoint bearing
Transfer Relay (DUAL FMC)
S Cross−−track deviation
The transfer relays are Ledex type relays. They
S Vertical deviation
mechanically latch to the position you select. The
FMCS source select switch controls the FMCS S Magnetic track angle
transfer relays. The FMC source select switch controls Drift angle
the dc power to the transfer relays. Contacts on the S GMT/ Date
transfer relays tell these LRUs the position of the S SAT (Static Air Temperature)
transfer relays:
S Selected temperature
S DEU (1&2)
S Flight number
S FDAU
S Minimum airspeed
S FMC (1&2).
S N1 limits
S BITE test word
Program Pin
A dip switch assembly sets these options: FMC discretes
S Airplane model 737−700 S IAS/mach
S Thrust rating 22,000 S Engine out engaged
S Performance code 1 S Landing flaps selected
S ACARS installed S Manual N1 select
S Selected course radial inhibit on EFIS S Level decel
S Degrees C default S Autothrottle to idle arm
S Flight number entry S Autothrottle to arm
S Runway position update on TO/GA S FMC vertical speed
S Weight in kilograms S N1 limit mode
S JAA flight rules. S Speed on elevator
S Reduced thrust (derate)
FMCS−Digital Output S Level change request
The FMC data on bus 08 and 09, goes directly to the S VNAV valid
DEUs. The other user systems get this FMC data
through the transfer relays. The DEUs get EFIS Analog Discretes
display data directly from both FMCs. The DEUs use Inputs from switches and valves give engine bleed air
contacts on the FMCS transfer relays to know the data to the FMCS. The FMCS uses these signals to
position of the transfer relays. The DEUs use the calculate the performance values. The program pin
position information to know which FMC to use for selectable options customize the FMCS to your
data. airline’ s configuration.
The bus 02 has this data:
S Distance to go (waypoint) ADIRU
S Groundspeed The ADIRUs send data to the FMCS.
S VOR/DME frequencies The FMC sees the inertial data and the air data as two
different sensors.
S Set latitude
The FMCs use the same air data source as the DFCS.
S Set longitude
S Set magnetic heading
S Origin/destination
S Destination runway
S Destination estimated time of arrival (ETA)
S Gross weight
S Total fuel
S FMC target altitude/airspeed
S FMC target mach number
S Horizontal command
S Vertical speed command

Technical Training
34−61
B737−600/700/800/900
OFF OFF/HIGH
PWRFMC
ONVALID
CLOSE AUTO
ON
S2 ENGINE 2 K13 LEFT
PROGRAM PIN
ANTI−ICE PACK VALVE
SELECTABLE
CONTROL NORMAL RELAY
OPTIONS
FMC BUS 1 OPEN
OFF OFF/HIGH
FMC BUS 2 LEFT PACK
FLOW CONT AND
SHUT−OFF VALVE
FMC 1 AUTO
ON
OFF CLOSE K14 RIGHT
S1 ENGINE 1
PACK VALVE
ANTI−ICE
NORMAL RELAY
CONTROL
OFF E4−1 A/C RELAYS

ON OPEN
S6 ENGINE 1
BLEED AIR
PWRFMC
ONVALID RIGHT PACK
FLOW CONT AND FCC A
SWITCH
ON SHUT−OFF VALVE
K1 WING OFF
Technical Training
ANTI−ICE
09|B736|FMC Outputs|L3
CLOSE ON DEU 1
P5 ENGINE AND GROUND
WING ANTI−ICE ON
Lufthansa
PSEU
MODULE S7 ENGINE 2 FMC BUS 1
BLEED AIR OPEN SMYD 1
SWITCH FMC BUS 2
FMCS TRANSFER RELAY 1 A/C BLEED
P5 A/C MODULE FMC 2 AIR ISOLATION
BOTH ON L/NORMAL VALVE
DME 1
CAPT NAV C/P
BOTH ON R
DEU 2 FQPU
BOTH ON L
L ADIRU
FCC B
FDAU
R ADIRU SMYD 2
ATC TRANSPONDER
NAVIGATION
DME 2
BOTH ON R/NORMAL
F/O NAV C/P
FMCS TRANSFER RELAY 2
FRA US/O-2 FrM Sep 21, 2012 Figure 72 FMCS Operation Page 155
NAVIGATION B737−600/700/800/900
SYSTEM 34−61
Reference to Figure 73 FMCS System Summary

34−61 FMC SYSTEM
The selected FMC sends a BITE test word to the
VOR/MB
processor unit.
The left and right VOR receivers supply the bearing
and the frequency of the VOR stations that are manual
tuned. Data Loader Control Panel
Upload/Download Software, Databases and Operation
DME
Programs
The Slant range distance and the station frequency
come from the left and right DME interrogators. Discrete Inputs
Inputs from switches and valves give engine bleed air
ILS/MMR
data to the FMCS. The FMCS uses these signals to
The localizer deviation and the station frequency come calculate the performance values. The program pin
from multimode receivers 1 and 2. selectable options customize the FMCS to your
airline’s configuration.
Electronic Clock
FCC
The captain’s electronic clock supplies GMT to FMC 1.
The first officers electronic clock supplies GMT to LNAV/VNAV outputs for DFCS guidance.
FMC 2.
GPWC
ADIRU
The selected FMC sends track and path angle plus
The ADIRUs send data to the FMCS. The FMC sees wind direction.
the inertial data and the air data as two different
sensors. The FMCs use the same air data source as FDAU
the DFCS.
The selected FMC sends present position (latitude and
longitude) plus wind speed and direction.
DEU/CDS/APU/EEC
The FMCS sends navigation data to the FDAU.
The DEU (Display Electronic Units) send EFIS control
panel discrete and CDS BITE data to the FMCS.
SMYD
The DEUs, also send APU, ECU and engine EEC
BITE data on the same bus. There is no direct BITE The FMCS sends gross weight data to the stall
interface between the FMCS and the APU and EEC. management function in the SMYDs.
The DEUs are a buffer between the APU, EEC and
the FMCS ACARS
Uplinks/Downlinks for example:
A/T
S Fuel Init
The autothrottle computer sends A/T BITE words. S Flight Plan a.s.o.
DFCS ASA
The DFCS sends data to the MCP (Mode Control The FMC warning light iluminates in amber when an
Panel) The MCP sends it to the FMCS. FMC has an alert message or when an FMC fails.
The MCP sends this data:
S LNAV mode status NAV CP
S VNAV mode status The FMCs send autotuned navigation frequencies to

S Trailing edge flap position the NAV control panels for the DMEs.
S DFCS BITE words.
DIU
FQPU The Digital Interface Unit receives flight data from the
The FQPU (Fuel Quantity Processor Unit) calculates FMC and provides this to the airshow for PAX
total fuel weight and sends it to the FMCS. Fuel information.
quantity BITE words also come from the FQPU.

Technical Training
115V AC 1
34−61
B737−600/700/800/900 BUS 1
2
115V AC BUS 1 4
BUS 2 5 BUS 2 A/T COMP
VOR 2 BUS 4 6
BUS 4
C
BUS 5 7 DEU 2
28V DC
DME 1
BUS 6 8 BUS 7 B
VOR/MB BUS 7
BUS 8 FCC A
BUS 8
BUS 6
ILS 2 UPLINK BUS 2 GPWC
DME
BUS 5
GPS 1/2 XFER RELAY DEU 1
DISCRETE BUS 6 FDAU
MMR XFER RLY 1
CLOCK 1 A
SMYD 1
FAIL WARN HGS
ADR 4 (OPTION)
CLOCK
FMC 1/2 DME 1
115V AC
CDU 1
IR 3 ELT
ADIRU (OPTION)
CAPT NAV
DEU–FMC 115V AC C/P
FAIL WARN
DEU
B
Technical Training
A/T 1
10|B736|FMS Sys Sum|L3

FQPU
9
A/T COMP MCP 3
Lufthansa
CDU 1 DIU
CDU 2 ACARS MU (OPTION)
DFCS MCP FQPU 5
BUS 1
XFER RELAY
DISCRETE FCC B FDAU
FQPU DLDR 1
1
C LOAD ENABLE BUS 1 2 BUS 2 RECEPTACLE
BUS 2
SMYD 2 BITE
DATA LOADER ON/OFF PRINTER
CONTROL PANEL ENG 1 BLEED 28V DC
AIR SWITCH
FLIGHT MANAGEMENT COMPUTER SYSTEM
ON/OFF CDU
ENG 2 BLEED
AIR SWITCH ON/OFF
ENG 1 DME 2 PORTABLE
INTERSYSTEM
ANTIICE SW ON/OFF BUS XFER RLY 2
ENG 2 A
ANTIICE SW OPEN/CLOSE IFSAU
LEFT PACK
VALVE F/O NAV
OPEN/CLOSE CDU 1 OR C/P
RIGHT PACK PORTABLE
VALVE OFF/HIGH/AUTO
LEFT PACK DEU 2
A/C RELAY
RIGHT PACK OFF/HIGH/AUTO
9
A/C RELAY BUS 9
ON/OFF
WING ANTIICE FMC MESSAGE
OPEN/CLOSE DEU 1
A/C ISOL FMC FAIL
VALVE
NAVIGATION
FMC CONFIG FMC FAIL FMC FAIL FMC FAIL

FMC MESSAGE FMC MESSAGE FMC MESSAGE
28V DC 28V DC
OPTIONS OPTIONS FMC 2 RESET FMC WARN RESET FMC WARN RESET
CAPT ASA F/O ASA
PROG SW MOD PROG SW MOD FMC 1 RESET
FRA US/O-2 FrM Sep 21, 2012 Figure 73 FMCS System Summary Page 157
AUTOFLIGHT B737−600/700/800/900
WHEEL TO RUDDER INTERCONNECT
SYSTEM 27−24
Reference to Figure 74 WTRIS General Schematic
ATA 27 FLIGHT CONTROLS

27−24 WHEEL TO RUDDER INTERCONNECT SYSTEM
GENERAL
Standby Rudder PCU
The WTRIS (Wheel To Rudder Interconnect System)
assists manual reversion turns when both hydraulic The standby rudder PCU is a hydraulic actuator that
systems A and B are OFF and the standby system is moves the rudder in response to pilot rudder inputs
ON. when on standby hydraulic pressure. During standby
operation, SMYD 2 sends commands to the yaw
The WTRIS commands a small amount of rudder
damper components on the standby rudder PCU.
movement as a function of the capt’s control wheel
aileron input. After you turn on the standby yaw
damper, and after a two−second delay, the yaw ADIRU
damper engage light will go off to show these The ADIRUs (Air Data Inertial Reference Units) send
systems are operating. data to the SMYDs.
The data includes airspeed, attitude, and yaw and roll
SMYD 2 rates and accelerations.
SMYD 2 sends commands to the standby rudder PCU
to assist turns during flight control manual reversion FLT Control Switches
and for standby yaw damping/turn coordination. Switching both FLT CONT A and B switches to OFF
The LVDT on the standby rudder PCU sends rudder sends a signal to enable SMYD 2 for WTRIS and
position data to SMYD 2 about rudder movement. standby yaw damping.
The trailing edge flaps up limit switches send flaps Place at least one of these switches to STBY RUD to
up/not up data to SMYD 2 to limit rudder movement provide standby hydraulic pressure to the standby
when the flaps are up. rudder PCU to move the rudder.
Power goes from the DC power and dim control to the
yaw damper disengage light. During standby hydraulic
operations, when you turn ON the yaw damper engage
switch, an engage signal goes through SMYD 2 to the
yaw damper solenoid valve on the standby rudder
PCU to engage the yaw damper.
SMYD 2 commands rudder movement using the
standby EHSV in the STBY Rudder PCU. The flight
control panel switches for system A and B must be in
the OFF or STBY RUD position to enable SMYD 2 for
WTRIS and standby yaw damping. If there is a system
fault, SMYD 2 will remove power from the engage
solenoid valve on the standby rudder PCU to shut off
hydraulic fluid to the EHSV.
Control Wheel Position Sensor

The captain CW (Control Wheel) position sensor
senses pilot aileron input and sends an analog signal
to the SMYD 2 to calculate a command for left/right
rudder movement for WTRIS.
Yaw Damper Engage Switch and Disengage

Light
You engage WTRIS and standby yaw damping with
the yaw damper switch on the flight control panel.
The disengage warning light is above the switch.
Page 158 Lufthansa FRA US/O7 BaF/ScV Sep 21, 2012

Technical Training
27−24
B737−600/700/800/900
STATIC
SENSITIVE
”BITE INSTRUCTIONS”
ON/OFF: START OR STOP BITE
MENU : TO DISPLAY MENU
YES/NO: IN RESPONSE TO CONTROL WHEEL YAW DAMPER COMPONENTS
QUESTION (?) FWD
POSITION SENSOR ON STANDBY RUDDER PCU
OR :TO SCROLL THROUGH
MENU OR RESULTS
(CAPT SIDE)
OTHER SENSORS
FMC
RIGHT AOA SENSOR
TE FLAPS UP LIMIT SWITCHES
LEFT FLAP POSITION
TRANSMITTER
ON
MENU
OFF
YES NO
SMYD 2
(E/E BAY)
Technical Training
11|B736| WTRIS|L2
STALL MANAGEMENT CONTROL WHEEL
YAW DAMPER POSITION SENSOR
FLIGHT CONTROL PANEL (P5) STANDBY HYDRAULIC
P/N 65−52822−XX (CAPT SIDE)
SYSTEM
Lufthansa
S/N X XXX XX XX XXX X

X XXXXX XXX XX
MOD
XXX XX X XXX XXX
SMYD 2
WHEEL TO RUDDER INTERCONNECT SYSTEM
− SMYD 1
− SMYD 2 RUDDER
ADIRU ( 1 + 2 ) STANDBY RUDDER PCU
AUTOFLIGHT
E3−2 SHELF ELECTRICAL EQUIPMENT COMPARTMENT

(LOOKING AFT)
FRA US/O7 BaF/ScV Sep 21, 2012 Figure 74 WTRIS General Schematic Page 159
OXYGEN B737−600/700/800/900
CREW
35−10
Reference to Figure 75 Crew Oxygen System Basic Schematic
ATA 35 OXYGEN
35−10 CREW OXYGEN SYSTEM
SYSTEM DESCRIPTION
GENERAL DESCRIPTION
Crew Oxygen Pressure Indicator
The flight crew oxygen system has a supply of high
pressure gaseous oxygen and distributes and delivers An electrically powered gage on the P5 panel shows
it at low pressure to the crew. High pressure oxygen is the pressure at the cylinder outlet coupling. The
kept in an oxygen cylinder assembly. The oxygen indicator has internal lights and gets power from 28
cylinder assembly includes a safety discharge device VDC from the Battery Bus. The indicator reads from
to protect against too much pressure. Oxygen cylinder 0−2000 psi.
pressure is reduced through a pressure regulator. Low
pressure oxygen is distributed through individual Pressure Regulator
control panels and mask stowage boxes.
A diaphragm controls a metering valve that reduces
the oxygen pressure from bottle pressure to 60−85
Crew Oxygen Cylinder psig.The regulator has a fail safe relief valve. This
The crew oxygen cylinder is a pressure vessel. A relief valve opens when downstream line pressure is
frangible disk in the cylinder assembly protects the more than 100 psig. The relief valve bleeds into the EE
bottle from overpressure. A mechanical pressure compartment.
indicator on the bottle shows bottle pressure. The
bottle is filled to 1850 psig at a temperature of 70F. System Shutoff Valve
Servicing the oxygen cylinder is by cylinder
A system shutoff valve on the P6 panel controls the
replacement.
flow of low pressure oxygen to the crew masks.
Overpressure Discharge And Indication
Pilot Mask Boxes
A frangible (breakable) safety disk on the oxygen
The pilot masks stow in special panel mounted boxes.
cylinder protects the cylinder from overpressure. If an
The boxes include a shutoff valve. Is closed when the
overpressure condition breaks this disk, the oxygen
mask is stowed. It opens when you remove the mask.
will flow overboard. The line outlet is covered by a
green plastic indication disk. The escaping oxygen The purpose of the oxygen mask/regulator on the
blows the disk out of its seat. A missing disk indicates masks is to provide oxygen to the flight crew when
bottle overpressure discharge. demanded in either a diluted state or 100% oxygen.
Pressure Gage Observer Masks

A mechanical pressure gage on the oxygen cylinder The observer mask stowage cups do not have the box
indicates the cylinder pressure. The gage shows features.
pressure regardless of the cylinder shutoff valve The purpose of the oxygen mask/regulator on the
position. masks is to provide oxygen to the flight crew when
demanded in either a diluted state or 100% oxygen.
Manual Shutoff Valve
A shutoff valve on the cylinder head opens or closes
the cylinder to the supply system.
Pressure Transducer
The pressure transducer supplies a bottle pressure

signal to the flight crew oxygen pressure indicator.
Power supply is from the Battery Bus.

Technical Training
35−10
B737−600/700/800/900
CREW PASS OXYGEN

OXYGEN
10 NORMAL
5 15
ON
28V DC 0 20
BAT. BUS OXY PRESS

PSI X 100
PASS OXY
ON
OXY
SYS IND
P18
PRESSURE OXY
TRANSDUCER PRESS IND
P5−14
60−85 PSI REGULATED
MAN SOV
RELIEF VALVE SYS SOV MASK/REGULATOR
100 PSI
MASK STORAGE BOX
SAFETY DISC (CAPTAIN’S STATION)
Technical Training
2600 PSI
01|B736|Crew Oxygen|L3
OVERBOARD
Lufthansa
1850 PSI
CREW OXYGEN CYLINDER CABIN MASK/REGULATOR

INDICATION DISC
AIR
MASK STORAGE BOX
PRESSURE REGULATOR (FIRST OFFICER’S STATION)
MASK/REGULATOR
(FIRST OBSERVER’S STATION)
E & E COMPARTMENT
LEGEND
MASK/REGULATOR
OXYGEN
LOW PRESSURE OXYGEN

(SECOND OBSERVER’S STATION)
CREW
HIGH PRESSURE OXYGEN
FRA US/T-2 GiM/ScV Sep 21, 2012 Figure 75 Crew Oxygen System Basic Schematic Page 161
OXYGEN B737−600/700/800/900
General
35−20
Reference to Figure 76 PASSENGER OXGEN SYSTEM Basic Schematic
35−20 PASSENGER OXGEN SYSTEM

SYSTEM DESCRIPTION S Manual oxygen deployment relay, R323
S Automatic oxygen deployment relay, R322
GENERAL DESCRIPTION S Oxygen indication relay, R324
The passenger oxygen system uses chemical S Altitude pressure switch
generators to make oxygen. Oxygen from the
generators flows through flexible supply hoses to the
passenger oxygen masks. Passenger oxygen masks
are deployed electrically one of two ways:
S Manually by the crew using a guarded toggle switch
on the aft P5 panel
S Automatically by activation of an aneroid switch
(cabin altitude 14000 ft.).
Passenger oxygen generation is initiated mechanically
when the oxygen mask is pulled to the users face.
Passenger oxygen generators, masks, firing pin
mechanisms, and deployment door latch actuators are
located in:
S The passenger service units (PSUs)
S The lavatory service units
S The attendant service units.
PASSENGER OXYGEN ON SWITCH

A guarded toggle switch for manual deployment of the
passenger oxygen masks is located on the aft P5
panel.
ALTITUDE PRESSURE SWITCH

An aneroid switch for automatic deployment, and
system electrical relays are located in the EE
compartment in the J23 junction box.
PASSENGER OXYGEN ON LIGHT

A PASS OXY ON light on the P5 panel indicates
deployment of the passenger oxygen masks.
PASSENGER SERVICE UNIT

Passenger oxygen masks are stowed in a
compartment within the overhead passenger service
unit.
PASSENGER OXYGEN LATCH MECHANISM

The door latch actuator has an electrically controlled
solenoid supplied from the 28 VDC battery bus, which

removes a pin from the striker. When the spring
loaded striker releases the latch, it causes the oxygen
mask box door to open.
J23 BOX
The oxygen release components are in the J23 box in
the EE compartment. The J23 box is on the left side of
the EE compartment access door.
The J23 contains these components:
Page 163 Lufthansa FRA US/O-7 RoU Feb 23, 2012
Technical Training
35−20
B737−600/700/800/900
PASS L DOOR LATCH

ACTUATOR
28V DC
PASS R
BAT BUS LEFT SIDE
SECT 1 MASK BOXES PASSENGER SERVICE
IND
UNIT
T 5
MANUAL D SEC MASKS
CONTROL (DEPLOYED)
R323 MAN OXY
P18 CB PANEL DEPLOY RLY
NORMAL
DOOR LATCH
Technical Training
ON ACTUATOR
02/B736/Pass Oxygen/L3
PASS OXYGEN
SWITCH T 5 RIGHT SIDE
D SEC MASK BOXES
Lufthansa
R322 AUTO OXY CHEMICAL

14,000 FT DEPLOY RLY OXYGEN
ALTITUDE GENERATOR
MC
PRESSURE SW
28/16V DC PASS OXY

ON LATCH
MASTER DIM A
SECT 4 MECHANISM
TO PASS
P6 CB PANEL OXYGEN PANEL (P5) SIGNS PASSENGER SERVICE UNIT MASK BOX
TO TAPE REPRODUCER R324 OXY IND RLY
J23 JUNCTION BOX (EE COMPARTMENT)

OXYGEN
General
FRA US/O-7 RoU Feb 23, 2012 Figure 76 PASSENGER OXGEN SYSTEM Basic Schematic Page 164
PNEUMATIC B737−600/700/800/900
GENERAL
36−00
Reference to Figure 77 Pneumatic Basic Schematic
ATA 36 PNEUMATIC
36−00 GENERAL S Nose cowl anti ice
S Water tank pressurization
S Hydraulic tank pressurization
SYSTEM DESCRIPTION
The purpose of the pneumatic system is to supply HIGH STAGE VALVE
bleed air from the air sources via a pneumatic manifold
to user systems. The high stage valve will open whenever the 5th stage
pressure is below 32 psi The high stage valve is
Air sources pneumatically actuated, controlled by the regulator.
The main air sources are: The regulator, modulate the valve’s output to maintain
Engine 1 and 2 34 psi.
S 5th stage At higher engine speeds, the pressure in the 5th stage
of the engine compressor becomes higher than 34 psi.
The main supply of bleed air is from the 5th
When the interstage ducting pressure increases above
compressor stage of each engine, through a check
34 psi, the high stage valve closes. The 5th stage air
valve, to the pneumatic manifold.
supplies the engine bleed air manifold under these
S 9th stage conditions.
When 5th-stage bleed air pressure is not high
enough, 9th-stage bleed air is used. Switching from PRESSURE REGULATOR AND SOV
5th-stage bleed air to 9th-stage bleed air is
controlled automatically by the high stage valve and The pressure regulator and shutoff valve performs
regulator. three functions in the engine bleed system:
APU S Limits downstream pressure 45 psi.
S APU bleed air is primarily used for engine starting S Limits downstream temperature to 230_C.
and for air conditioning pack operation on the S Provides bleed air shutoff capability.
ground. Flow of APU air into the pneumatic The PRSOV closes if:
manifold is controlled by the APU bleed air valve.
S bleed air control switch in OFF .
The APU can be used as an alternate bleed air
source up to airplane altitudes of 17 000 ft. S fire handle pulled.
Ground Cart S engine start valve in OPEN position.
S Ground cart bleed air is supplied, through the S duct pressure > 220 psi.
ground pneumatic service connection, to the S temperature in the pneumatic manifold > 255_C.
pneumatic manifold. This air is primarily used for
engine starting and for air conditioning pack BLEED AIR TEMPERATURE CONTROL SYS.
operation on the ground.
Each engine bleed system contains a bleed air
Pneumatic manifold temperature control system. This consists of a
The pneumatic manifold interconnects the bleed air precooler, precooler control valve and sensor. The
sources to the user systems. The pneumatic manifold engine bleed air temperature is automatically
system extends from the engine at one wing to the controlled to a preset temperature whenever the
crossover duct in the air conditioning bay below the engine is operating and the Pressure Regulator and
center wing section to the other engine at the opposite Shutoff Valve is open. The temperature is regulated to
wing. An electrically actuated isolation valve in the 212_C. Engine fan air is used as the heat sink for the
crossover duct separates the left and right side bleed air.
system. There are two duct pressure transmitters
installed in the crossover duct to monitor duct pressure Inlet Cowl Anti-icing System
on either side of the isolation valve. The pneumatic

The inlet cowl anti-icing system keeps ice from forming
manifold contains the necessary valves to shut off
on the engine inlet cowl. The sytems operate in flight
bleed air at each engine if there is excessive pressure
and on the ground. When the system is ON, the inlet
or temperature.
cowl TAI (Thermal Anti-Ice) valve opens.
Air user An inlet cowl TAI pressure switch monitors the
S Engine start system pressure in the duct downstream of the inlet cowl
anti-icing valve. It causes the COWL ANTI-ICE (P5)
S Air conditioning packs light to come ON if pressures in the duct are greater
S Wing anti ice than 65 psi.
Page 166 Lufthansa FRA US/T-2 GiM Sep 21, 2012

Technical Training
36−00
B737−600/700/800/900
OVERPRESS
SW 65 PSI
WTAI
FAN SOL
VALVE
CLOSED SIGNAL TO
RIGHT WTAI VALVE
PRECOOLER
CONTROL VALVE
OVERH.
TO ENGINE SWITCH
START SYSTEM 125 _C
P5−10 PNEUMATIC CONTROL PANEL

S M WING TAI
VALVE
INLET COWL
Technical Training
01|B736|Pneumatic Basic|L3
TAI VALVE GROUND
PRECOOLER PNEUMATIC
CONTROL BLEED AIR
CONNECTION
VALVE ISOLATION
PRESS. REG. & PNEUM
Lufthansa
5TH−STAGE SENSOR VALVE

SOV (EBV) PRESS M
212_ C TRANSM TO
RIGHT
MANIFOLD
9TH−STAGE 255_ C 230_ C PNEUMATIC
OVERHEAT THERMOSTAT MANIFOLD
HIGH SWITCH
STAGE PRE−
RELIEF TO HYDR TANK
VALVE COOLER
VALVE S PRESSURIZATION
160 PSI
PACK FLOW TO WATER TANK
CONTROL & PRESSURIZATION
EBV-REG SOV
45 PSI
OVERPRESS S
SW 220 PSI
S
34
PSI APU BLEED
ENGINE 1 AIR VALVE
HIGH STAGE ENGINE START
REGULATOR VALVE (OPEN / CLOSED)
ACAU
ENGINE AIR:
IDLE 5th = 8 PSI X85_ C
T/O 5th = 110 PSI X340_ C
PNEUMATIC
IDLE 9th = 22 PSI X150_ C

GENERAL
T/O 9th = 286 PSI X580_ C

APU
FRA US/T-2 GiM Sep 21, 2012 Figure 77 Pneumatic Basic Schematic Page 167
POTABLE WATER B737−600/700/800/900
GENERAL
38−10
Reference to Figure 78 Potable Water System Basic Schematic
ATA 38 WATER AND WASTE

38−10 POTABLE WATER
SYSTEM DESCRIPTION Water Tank Drain Valve
GENERAL DESCRIPTION The water tank drain valve lets water drain overboard
The potable water system supplies water to the from the water tank and the aft water distribution
lavatories and galleys. lines.
The potable water system has these subsystems:
Pressurization System
S Passenger water
l
S Water heating The water tank pressurization system pressurizes the

potable water tank. Pressure for the water tank comes
S Water quantity indication. from the pneumatic system or the air compressor. The
The water heating system heats the water supplied to pneumatic system supplies pressurized air to the
the lavatory hot water faucets. The water quantity water tank when the pneumatic system is on. An
indication system measures and displays the quantity in−line air filter cleans the air in the pneumatic system
of water in the potable water system. supply line. A pressure regulator controls the
pneumatic system supply line pressure to a maximum
Water Tank of 35 psig. The three−phase AC motor operates the air
compressor to pressurize the water tank. The motor
The potable water system has one tank that holds starts when the pressure limit switch senses that tank
potable water.You fill and drain the water tank at the pressure is less than 30 psig. The motor stops when
water service panel.To fill the water tank, open the tank pressure is more than 40 psig.
fill/overflow valve and add water through the potable
water fill fitting until the water flows from the potable
water drain port. Water Tank Level Sensor
The water tank supplies water to these locations: The water tank level sensor sends the water quantity
S Galley faucets data to a water quantity transmitter. The water quantity
transmitter sends the data to a water quantity indicator
S Lavatory faucets
at the attendant panel.
S Lavatory toilets.
Forward Lavatory Drain Valve
Water Service Panel
The forward lavatory has a separate drain valve. The
The water service panel lets you fill the potable water forward lavatory drain valve drains water from the
system. The water service panel also lets you drain forward water supply lines.
the water tank and part of the potable water system.
Water Supply Shutoff Valve
Fill/Overflow Valve
The water supply shutoff valve lets you isolate the
The fill/overflow valve has these functions: water supply to the sink or to the toilet. The water
S Lets water flow into the water tank from the supply shutoff valve also lets you isolate the sink and
potable water fill fitting the toilet at the same time.
S Lets air out of the water tank to vent overboard as
the tank fills with water Drain Masts
S Lets water flow overboard when water volume The drain masts let waste water from the lavatory and
reaches the standpipe galley sinks flow overboard. The drain masts have
S Depressurizes the water tank for system service or internal heaters that keep the waste water from
maintenance. freezing.
When you put the fill/overflow valve in the open
position, the potable water fill line connects to the
water tank fill line and the water tank overflow line
connects to the potable water drain line.

Technical Training
38−10
B737−600/700/800/900
WATER QTY
INDICATOR
FWD LAV FWD GALLEY AFT LAV AFT GALLEY
WATER WATER
SUPPLY WATER FILTER
SOV HEATER
TOILET TOILET
RINSE RINSE
VALVE VALVE
H H
WATER
SUPPLY
Technical Training
SOV CABIN FLOOR
01|B736|Potable Water|L3
RELIEF PRESS REG
VALVE 35 PSI
FWD LAVATORY FILL/OVERFLOW > 60 PSI
Lufthansa
DRAIN VALVE VALVE

PRESS SW
T < 30 PSI ON RELIEF
WATER QTY > 40 PSI OFF
TRANSMITTER VALVE AIR
> 90 PSI FILTER
AIR COMPR
AIR FILTER
WATER TANK
WATER TANK
LEVEL SENSOR
WATER TANK FROM
DRAIN VALVE PNEUMATIC
MANIFOLD
FWD DRAIN MAST AFT DRAIN MAST

POTABLE WATER
FWD POTABLE WATER SEVICE AFT POTABLE

WATER DRAIN PANEL POTABLE WATER WATER DRAIN
PORT FILL FITTING PORT
GENERAL
FRA US/T-2 ScV Sep 21, 2012 Figure 78 Potable Water System Basic Schematic Page 169
WATER AND WASTE B737−600/700/800/900
VACUUM WASTE SYSTEM
38−32
Reference to Figure 79 Vacuum Waste System Basic Schematic

38−32 VACUUM WASTE SYSTEM
SYSTEM DESCRIPTION
GENERAL DESCRIPTION
DRAIN LINE BLOCKAGE REMOVAL VALVE
The vacuum toilet collects human waste. A flush cycle
puts the waste material into the vacuum waste tubing. The handle lets you to put the drain line blockage
There are two sources that cause low pressure removal valve in one of these two positions:
(vacuum) in the tank: S Normal
S The vacuum blower S Blockage removal.
S Cabin−to−ambient pressure differential. The blockage removal position „blockage removal“ lets
rinse water flow to the drain line elbow. The drain line
Waste Tank elbow is the section of drain line between the waste
drain ball valve and the waste drain valve assembly at
The waste tank collects the waste from the lavatory the service panel.
toilets. Differential pressure causes the toilet bowl
contents to flow from the toilet to the waste tank. The
Point Level Sensors
vacuum blower or cabin differential pressure supplies
the differential pressure for the waste tank. The point level sensors give a signal to the LCM
(Logic Control Module) when the waste tank is full.
Waste Service Panel
Continuous Level Sensor
The waste service panel lets you drain the vacuum
waste system. It also lets you rinse the waste tank. The continuous level sensor measures the level of
These are the components in the waste service panel: waste material in the waste tank for the waste quantity
indication. The output signal goes to the LCM.
S Waste drain valve assembly
S Waste drain ball valve control handle
Logic Control Module
S Waste tank rinse fitting assembly.
The LCM provides a waste tank level signal to the
Waste Drain Ball Valve waste tank quantity indicator on the attendant panel.
When both point level sensors send a tank full signal
The waste drain ball valve and linkage assembly to the LCM, it sends a signal to the FCUs to stop the
control the flow of waste out of the waste tank. You operation of the toilets.
pull the handle at the waste service panel to open the
waste drain ball valve. The proximity switch stops the Flush Control Unit
operation of the vacuum blower when the waste drain
ball valve is not closed. There is a heater blanket on Operation of the flush switch sends a signal to the
the waste drain ball valve. flush control unit. The FCU opens the rinse valve to
supply potable water to flush the toilet bowl. After 0.7
Vacuum Blower seconds, the FCU closes the rinse valve. Each rinse
cycle uses eight ounces of potable water (237ccm).
The vacuum blower removes the air from the waste The FCU then opens the flush valve for four seconds
tank and blows it out of the airplane. The vacuum to let the toilet waste drain out of the toilet. The flush
blower operates when you push the flush switch and valve then closes. The anti−siphon valve prevents the
the airplane is below 16,000 feet. vacuum waste system from siphoning water from the
potable water system. The manual shutoff handle
Vacuum Check Valve closes the flush valve.
The vacuum check valve prevents the pull of ambient
air in from the waste tank vent port by the vacuum

blower.
Vacuum Blower Barometric Switch

The vacuum blower barometric switch opens when the
altitude is above 16,000 feet. The open switch does
not let the vacuum blower come on.
Page 170 Lufthansa FRA UST-2 GiM/ScV Sep 21, 2012

Technical Training
38−32
B737−600/700/800/900
FLUSH SWITCH RINSE VALVE
WASTE QTY IND ANTI−SIPHON VALVE
S AFT TOILET S FWD TOILET
MANUAL
FCU FCU SOV
FLUSH CABIN FLOOR FLUSH

VALVE VALVE
BLOWER
02|B736|Vacuum Waste Sys|L3

Technical Training
BARO SW
<16 000ft
LCM
Lufthansa
CLEAN−OUT FITTING
M
LIQUID SEPARATOR
WASTE TANK
VACUUM
BLOWER
WASTE TANK
CONT
VACUUM LEVEL RINSE NOZZLE
CHECK SENSOR
VALVE
WASTE TANK POINT LEVEL SENSOR
VENT PORT
DRAIN LINE BLOCKAGE
REMOVAL VALVE
VACUUM WASTE SYSTEM
WASTE DRAIN BALL WASTE TANK RINSE FILTER

VALVE PROX. SW
WATER AND WASTE
WASTE TANK RINSE FITTING

WASTE DRAIN
BALL VALVE WASTE SERVICE PANEL
WASTE DRAIN BALL
WASTE DRAIN VALVE VALVE CONTROL HANDLE
FRA UST-2 GiM/ScV Sep 21, 2012 Figure 79 Vacuum Waste System Basic Schematic Page 171
INERT GAS SYSTEM B737−600/700/800/900
General
47−00
Reference to Figure 80
ATA 47 INERT GAS SYSTEM

47−00 GENERAL Overtemperature shutoff valve (OTSOV)
The overtemperature shutoff valve gives backup
SYSTEM DESCRIPTION protection for the air separation module if the controller
fails. This is controlled by the thermal switch.
Purpose
The Nitrogen Generation System (NGS) is an inert gas Air separation module
system that reduces the oxygen content of the air
mixture in the center tank to a level which will not Removes oxygen from the air.
support combustion. Fresh air contains approximately
78% nitrogen and 21% oxygen. The NGS separates Oxygen sensor
the nitrogen and oxygen into nitrogen−enriched air The NGS oxygen sensor measure the oxygen content
(NEA) and oxygen−enriched air (OEA). NEA increases and absolute pressure from the Air Separation Module
the nitrogen content and decreases the oxygen of the (ASM). The data gathered is then supplied to the NGS
air. controller for system status monitoring.
Press Sensor High flow valve

The bleed pressure sensor monitors the bleed air inlet The high flow valve supplies low flow volume and high
pressure. When the bleed air pressure goes above 67 flow volume, depending on flight phase, to the center
psig, a signal is sent to the NGS controller to close the tank.
NGS and the over−temperature shutoff valve.
Differential pressure sensor
NGS shutoff valve
A differential pressure sensor is connected to the high
Controls the air pressure into the system. flow valve. It senses pressure differences between the
inlet and outlet ports of the valve. The controller uses
Ozone converter this data, altitude, and airplane systems data to set the
Changes the ozone in the air to oxygen. valve position.
Heat exchanger NGS Controller
Decreases the temperature of the air. The controller monitors and controls system operating
temperatures and pressures.
Ram air valve
Altitude Sensor
The ram air valve controls the ram air to keep a
constant temperature (71°C) to the air separation A altitude sensor sends this information to the NGS
module (ASM). Controller to set the high flow valve position.
Filter and filter differential pressure switch Bite Display Unit
Removes contamination from the air that can damage You use the BITE display unit to do a test of the
the NGS and fuel system components. system.
The differential pressure switch monitors the filter.
Operability Indicator
Temperature sensor An operability indicator gives a visual indication of the
condition of the system.
The temperature sensor monitors the air temperature

going out of the thermal control unit. S OPERATIONAL − Green light
System operates correctly.
Thermal switch S DEGRADED − Blue light
System is serviceable, but at a decreased capacity.
The thermal switch is a backup device to prevent an
overtemperature condition in the air separation S INOP − Amber light
module. System is not serviceable.

Technical Training
47−00
B737−600/700/800/900
BACKFLOW
CHECK VALVE
RIGHT FSOV
ISOL VALVE
RAM AIR
EXHAUST
RAM AIR
VALVE
RAM AIR CTR FUEL TANK
LEFT FSOV EXHAUST
OEA LOW FLOW

SEC PRIM EXHAUST ORIFICE
HEAT HEAT BACKFLOW
EXCH EXCH CHECK VALVE
TM THERMAL SW
OXYGEN
HEAT OVT SENSOR
EXCH TEMP SOV HIGH FLOW HIGH FLOW
NGS SOV SENSOR VALVE ORIFICE
01|B736|47 System Schematic|L3

Technical Training
FILTER
OZONE AIR SEPARATION
Lufthansa
CONVERTER MODULE (ASM) GSE 02

PORT
DIFF PRESS
DIFF PRESS SW SENSOR
THERMAL
CONTROL
PRESS UNIT
SENSOR
RAM AIR INLET

INERT GAS SYSTEM
NGS CONTROLLER
ALTITUDE SENSOR
BITE DISPLAY UNIT (BDU)
OPERABILITY IND
General
FRA US/O-7 GiM Sep 13, 2013 Figure 80 Page 174

APU B737−600/700/800/900
APU LUBRICATION SYSTEM
49−90
Reference to Figure 81 Lubrication System Schematic
ATA 49 APU
49−90 APU LUBRICATION SYSTEM
SYSTEM DESCRIPTION
GENERAL DESCRIPTION A pressure difference of 50 psid also opens the valve
to permit the oil to continue to flow if the oil cooler
Supply clogs.
The APU lubrication system supplies pressurized oil to
cool, clean, and lubricate APU components and the Oil Filter Elements
APU generator. Oil pumps in the lube module pump oil There are two interchangeable oil filters. The oil from
from the reservoir in the gearbox. Pressurized oil from the APU generator goes through the generator filter
the lube module goes to the oil cooler and then returns element. Pressurized oil goes through the oil filter
to the lube module. element after it goes through the oil cooler.
Scavenge
OIL FILTER BYPASS VALVE & INDICATOR
Scavenge pumps in the lube module send the oil from
the turbine bearing compartment back to the gear box When there is a pressure difference of more than 26 to
reservoir. Other scavenge pump elements send the 40 psid across the oil filter and the oil temperature is
scavenge oil from the APU starter−generator through more than 20_C, the indicator button extends (filter
the scavenge filter and back to the gearbox reservoir. clogged).
The bypass valve bypasses oil if there is a clog (50 to
Vent 70 psid) or the oil is cold.
An air−oil separator separates the air that mixes with
the oil in the scavenge system. The air−oil separator GEN Filter Bypass Valve & Filter Sw
returns the oil to the sump in the gearbox and the air
vents overboard. The generator filter element has a filter pressure
switch to monitor for filter clogs. When there is a
OIL SUMP pressure difference of more than 30 to 40 psid across
the filter, the switch sends a signal to the ECU. The
The APU sump holds 5.4 liters of oil when full. An ECU shutdown the APU if these occur:
oil−level sight glass shows the oil level. S High filter delta pressure
S Oil temperature is more than 38_C
LUBE AND SCAVENGE PUMPS S Main engines not running for 90 seconds.
The generator filter element also has a bypass valve to
The Lube and scavenge pumps are on a common allow the oil to flow if there is a clog or the oil is cold.
shaft. Three of the pumps are lube pumps. Three The bypass valve bypasses oil at 50 to 70 psid.
elements are starter−generator scavenge pumps, and
one is a turbine bearing scavenge pump.
Oil Temperature Sensor
Pressure Regulating/Relief Valve The oil temperature sensor sends lube oil temperature
data to the ECU. The ECU shuts down the APU if the
The pressure regulating/relief valve keeps the oil APU speed is above 95% and the oil temperature is
pressure at 60 to 74 psi. If the pressure is more than 143_C or more.
this, the valve returns the oil to the oil pump inlet. The
relief valve is set at 200 to 280 psi.
Low Oil Pressure Switch
Temperature Control Valve The LOP SW sends a signal to the ECU when the oil
pressure is less than 30-40 psi. If the APU speed is

The temperature control valve controls the oil flow to more than 95%, the ECU shuts down the APU after 20
the oil cooler to control oil temperature and to bypass seconds.
the oil cooler when the oil is cold.
When the oil temperature is 60_C or less, the valve is Electronic Control Unit (ECU)
fully open and the oil does not go to the oil cooler.
When the oil temperature is 78_C or more, the valve is The ECU controls APU functions. The ECU also
fully closed and the oil goes to the oil cooler. Between contains circuits for fault detection and isolation.
temperatures of 60_C and 78C, the valve is not fully
open.
Page 176 Lufthansa FRA US/O7 GiM Sep 21, 2012

Technical Training
49−90
B737−600/700/800/900
BITE
OIL LEVEL
BRT
FROM OIL LEVEL SENSOR

INIT
RTE CLB CRZ DES
OIL LEVEL REF
DIR DEP EXEC

INTC LEGS HOLD PROG
ARR
N1 FIX
LIMIT
A B C D E
D PREV NEXT M
S PAGE PAGE
S
P F G H I J
OIL PRESS Y
G
1 2 3 K L M N O
F
A 4 5 6
SHUTDOWN I
P Q R S T
OIL TEMP L
7 8 9 U V W X Y
FILTER .* 0 +/− Z DEL / CLR
BYPASS
CDU
INPUT MONITORING
ECU
APU INDICATOR PANEL (P5)
Technical Training
01|B736|APU Oil Sys|L3

OIL TEMP.
SENSOR SUPPLY FILTER
FILTER PRESS SW
Lufthansa
GEN. AIR−OIL
SEPARATOR
FILTER LOW OIL
PRESS. SW
TEMP. CTRL
VALVE
STARTER/
GENERATOR
PRESS
REG. &
RELIEF VLV
TO GEARS &
BEARINGS
FUEL IN GBX
APU LUBRICATION SYSTEM
CONTROL
UNIT
TO ECU
TURBINE BEARING
OIL LEVEL COMPARTMENT
LUBE MODULE FILL SENSOR
PORT
OIL LEVEL
SIGHT GLASS
OIL COOLER
MAGNETIC
DRAIN PLUG
APU
LUBE INLET
SCREEN
FRA US/O7 GiM Sep 21, 2012 Figure 81 Lubrication System Schematic Page 177
APU B737−600/700/800/900
APU FUEL SYSTEM
49−30
Reference to Figure 82 Fuel System Schematic

49−30 APU FUEL SYSTEM
SYSTEM DESCRIPTION
Fuel Shutoff Valve Flow Meter Press. Valve & Resolver
The airplane fuel system ac boost pumps or the APU The flow meter pressurizing valve keeps a 50 psi
dc boost pump supply fuel for APU operation. decrease in fuel pressure from the fuel metering valve
The fuel shutoff valve opens when the APU switch is in to the fuel shutoff solenoid. A resolver attaches to the
the ON position. valve measure the actual fuel flow and send this signal
to the ECU.
High Pressure Fuel Pump
Fuel Temperature Sensor
A shaft from the lube module turns the high pressure
fuel pump. The pump gives high pressure fuel for use The fuel temperature sensor send a fuel temperature
in the FCU. signal to the ECU.
Pump Relief Valve

The relief valve keeps fuel pressure below 950 psi.
High Pressure Filter

The high pressure filter removes contamination
caused by the gear pump.
Actuator Pressure Regulator

The actuator pressure regulator keeps actuator fuel
pressure at 250 psid. The FCU uses actuator fuel
pressure to operate the inlet guide vane actuator and
surge control valve.
ECU
The ECU calculates the correct fuel flow for APU start
and run. The ECU uses these values to calculate the
correct fuel flow:
S APU speed
S APU exhaust gas temperature (EGT)
S Inlet temperature (T2)
S Inlet pressure (P2)
S Fuel temperature.
The ECU sends the fuel flow command signal to the
fuel metering valve.
Fuel Metering Valve

The ECU controls the fuel metering valve when the
APU speed is more than 7%.
Differential Pressure Regulator

The differential pressure regulator holds a constant
differential pressure of 50 psid across the metering
valve.

Technical Training
49−30
B737−600/700/800/900
EGT (2) INIT RTE CLB CRZ DES

BRT
REF
DIR DEP EXEC
INTC LEGS ARR HOLD PROG
ECU TO IGV ACT N1

LIMIT FIX
D PREV NEXT
A B C D E
M
INLET DOOR
TO SCV S
P
PAGE PAGE
F G H I J S
G
DOOR
Y
1 2 3 K L M N O
N SPEED F POS SW INLET

A 4 5 6 P Q R S T
I
L DOOR ACT
P2 7 8 9 U V W X Y
.* 0 +/− Z DEL /
T2
CLR
CDU
DOOR “OPEN“
FROM ECU
BLEED
S VALVE
DEU 1 ADIRU
DIFFERENTIAL
PRESSURE
Technical Training
REGULATOR TOTAL PRESSURE
02|B736|Fuel/Air sys|L3
TO APU
FSOV
DIFFERENTIAL PRESS COMPRESSOR
SURGE
INLET
Lufthansa
P91 TO ECU CONTROL VLV

BYPASS PANEL N SPEED
BLEED 3 ∅AC
SENSOR (2)
ORIFICE
IGV
(16)
3−WAY
FUEL SOL
VALVE
FLOWMETER HIGH PRESS T2

PRESSURIZING FUEL FILTER SENSOR EGT
VALVE
LUB
MODULE GBX P2
FLOWMETER SENSOR TO
RESOLVER SEAL IGV ECU
DRAIN ACT
FCU HIGH PRESS
FROM
FUEL PUMP INLET
FUEL ECU TO OIL COOLER
ACTUATOR PUMP FUEL
TEMP FILTER ECU
PRESSURE RELIEF
SENSOR REGULATOR VALVE FUEL FLOW IGNITION
DIVIDER UNIT
FUEL
METERING
APU FUEL SYSTEM
FUEL FROM
VALVE DISTR APU ECU
M FUEL SOV
SYSTEM
FROM
FUEL TANK # 1
ECU
APU
FRA US/O7 GiM Sep 21, 2012 Figure 82 Fuel System Schematic Page 179
APU B737−600/700/800/900
APU FUEL SYSTEM
49−30
Reference to Figure 83 Fuel System Schematic (Cont.)
Fuel Solenoid Valve IGNITION SYSTEM

The fuel solenoid valve controls the fuel flow from the The ignition system supplies sparks to start APU
fuel control unit. The fuel solenoid valve is spring combustion during the APU start.
loaded closed. During APU start, the ECU energizes The ignition unit changes 28v dc power to a high
the solenoid at 7% speed. This opens the fuel solenoid voltage pulsed current that goes to the igniter plug.
valve.
The ECU energizes the ignition unit at 0% speed and
During shutdown, the ECU deenergizes the solenoid. deenergizes the ignition unit at 60% speed. The ECU
The fuel solenoid valve closes. energizes the ignition system again, if the APU engine
speed goes below 95% speed during APU operation
Fuel Flow Divider (speed droop).
The fuel flow divider gives fuel to the primary manifold START SYSTEM
during start of the APU. At 25−40% speed or
The starter−generator, SPU, and SCU together supply
approximately 120 psi, the fuel flow divider gives fuel
initial rotation of the APU. The start power sources are
to both the primary and secondary fuel manifolds for
28v dc from the battery or 115v ac transfer bus # 1.
APU operation.
The fuel flow divider has a normally open flow divider
solenoid. The ECU signals the flow divider solenoid
closed above 25,000 feet (7,620 meters) altitude to
make sure the internal check valve for secondary fuel
does not open and cause the APU speed to decrease.
APU Bleed Valve (BAV)

The APU BAV (Bleed Air Valve) isolates the APU
bleed air system form the airplane pneumatic manifold.
With the APU bleed switch in the ON position and
APU speed above 95%, the ECU sends a signal to
open the BAV.
Inlet Guide VanE (IGV) Actuator

The inlet guide vanes control the air flow to the load
compressor. The IGV actuator controls the IGV
position. The vanes not fully close, they are set to stop
at the 15_ position to cool the load compressor.The
actuator receives signals from the ECU and uses fuel
pressure from the FCU to move the vanes.
APU Surge Control Valve (SCV)

The SCV releases air from the load compressor. The
SCV makes sure there is a minimum flow of air
through the load compressor. This prevents a surge.

Technical Training
49−30
B737−600/700/800/900
EGT (2) INIT RTE CLB CRZ DES

BRT
REF
DIR DEP EXEC
INTC LEGS ARR HOLD PROG
ECU TO IGV ACT N1

LIMIT FIX
D PREV NEXT
A B C D E
M
INLET DOOR
TO SCV S
P
PAGE PAGE
F G H I J S
G
DOOR
Y
1 2 3 K L M N O
N SPEED F POS SW INLET

A 4 5 6 P Q R S T
I
L DOOR ACT
P2 7 8 9 U V W X Y
.* 0 +/− Z DEL /
T2
CLR
CDU
DOOR “OPEN“
FROM ECU
BLEED
S VALVE
DEU 1 ADIRU
DIFFERENTIAL
PRESSURE
03|B736|Fuel/Air sys (Cont.)|L3

Technical Training
REGULATOR TOTAL PRESSURE

TO APU
FSOV
DIFFERENTIAL PRESS COMPRESSOR
SURGE
INLET
Lufthansa
P91 TO ECU CONTROL VLV

BYPASS PANEL N SPEED
BLEED 3 ∅AC
SENSOR (2)
ORIFICE
IGV
(16)
3−WAY
FUEL SOL
VALVE
FLOWMETER HIGH PRESS T2

PRESSURIZING FUEL FILTER SENSOR EGT
VALVE
LUB
MODULE GBX P2
FLOWMETER SENSOR TO
RESOLVER SEAL IGV ECU
DRAIN ACT
FCU HIGH PRESS
FROM
FUEL PUMP INLET
FUEL ECU TO OIL COOLER
ACTUATOR PUMP FUEL
TEMP FILTER ECU
PRESSURE RELIEF
SENSOR REGULATOR VALVE FUEL FLOW IGNITION
DIVIDER UNIT
FUEL
METERING
APU FUEL SYSTEM
FUEL FROM
VALVE DISTR APU ECU
M FUEL SOV
SYSTEM
FROM
FUEL TANK # 1
ECU
APU
FRA US/O7 GiM Sep 21, 2012 Figure 83 Fuel System Schematic (Cont.) Page 181
STRUCTURE B737−600/700/800/900
GENERAL
51−00
Reference to Figure 84 ATA51−57 General
ATA 51−57 STRUCTURE

51−00 STRUCTURE GENERAL
SYSTEM DESCRIPTION DOORS
GENERAL DESCRIPTION Horizontal Stabilizer
The structure of the airplane is designed to provide Most of material in the horizontal stabilizer is
maximum strength with minimum weight. This object aluminum. The elevator is graphite composite. The
has been achieved by designing alternate load paths horizontal stabilizer has three reference dimensions.
into the structure, so that a failure of one segment These reference dimensions give horizontal stabilizer
cannot endanger theairplane, and also by the use of locations in inches. Measure each location from
appropriately selected materials. The materials buttock line 0. These are the horizontal stabilizer
most commonly used throughout the structure are reference dimensions:
aluminum, steel, and magnesium alloys. Of these, the S Stabilizer station
most extensively used are certain aluminum alloys
S Stabilizer leading edge station
selected according to the particular type of load they
are best suited to withstand. Aluminum and composite S Elevator station
honeycomb core material is used extensively on Measure stabilizer stations perpendicular to the
secondary areas of structures and many of the flight horizontal stabilizer rear spar. Measure stabilizer
surfaces. leading edge stations perpendicular to the horizontal
stabilizer leading edge. Measure elevator stations
Fuselage perpendicular to the elevator hinge centerline.
The fuselage main frame includes frames, bulkheads,
formers, longerons, stringers, keel beam and frames
around openings. The fuselage is a semimonocoque
structure with the skin reinforced by circumferential
frames and longitudinal stringers.
Wings
Most of material in the wing is aluminium. These
components are attached to the wing structure:
S Engine nacelle/pylon
S Flight control surfaces
S Wing tip
The wings contain the main fuel tanks. The wing has
two reference dimensions. The reference dimensions
give wing locations in inches. Measure each location
from buttock line 0. These are the wing reference
dimensions:
S Wing station
S Wing buttock line.
Measure the wing station perpendicular to the wing
leading edge. You measure the wing buttock line
parallel to the buttock line.
Page 182 Lufthansa FRA US/O-7 RoU/ScV Sep 21, 2012

Technical Training
ATA 51 STRUCTURE ATA 56−20 PASS. WINDOWS ATA 51−10 HORIZONTAL STABILIZER
51−00
B737−600/700/800/900
PASSENGER VERTICAL STABILIZER VERTICAL STABILIZER

OUTER LEADING EDGE
WINDOW FRAME STATION
WINDOWPANE
STATION
SEAL ALIGNMENT RUDDER STATION
ROLLED
STRINGER TAB (6 LOCATIONS) REAR SPAR
VERTICAL STABILIZER
MIDDLE WATERLINE
WINDOWPANE LEADING EDGE
WINDOW EXTRUDED
FRAME STRINGERS WINDOW RETAINING RUDDER
CLIP (10 LOCATIONS)
BONDED CLIP ADJUSTING SCREW VERTICAL STABILIZER
WAFFLE WATERLINE 0
DOUBLER 20−INCH (STD) BREATHER
ÌÌÌ
ÓÓÓ
HOLE BODY CROWN LINE
ÓÓÓ
ÌÌÌ
BODY CROWN LINE
OUTER
ÓÓÓ
ÌÌÌ
RUDDER STATION
SKIN VERTICAL STABILIZER
ÓÓ
ÌÌ
ÓÓÌÌÌ
ÓÓÓ
10−INCH (STD) WATERLINE 0 VERTICAL STABILIZER
INBOARD & OUTBOARD
ÌÌ ÓÓÓ
ÌÌÌ
UPPER COVE SKIN PANELS VERTICAL STABILIZER STATION
(FIBERGLASS) LEADING EDGE STATION
ÓÓÓ
ÌÌÌ
ÌÌÌ
ÓÓÓ ÓÓÓ
ÌÌÌ
ÓÓÓÓÓÓ
ÌÌÌÌÌ
ÌÌÌÌÌÌ
BUTTOCK LINE 0
TRAILING EDGE PANELS
ÓÓÓ
ÌÌÌ ÓÓÓÓÓÓ
ÌÌÌÌÌ
ÌÌÌÌÌÌ
(FIBERGLASS/GRAPHITE) ELEVATOR STATION ATA 51−30 VERTICAL STABILIZER
24.90
ELEVATOR HINGE ELEVATOR STATION
ATA 52 CENTERLINE ELEVATOR
Technical Training
265.45
DOORS
01|B736|51−57General|L2
FLAP SUPPORT FAIRINGS
ÌÌ
ÓÓ
Ó
(FIBERGLASS/GRAPHITE)
ÓÓ
Ó
ÌÌ
Lufthansa
ATA 56−10 FLIGHT COMP. WINDOWS

MATERIAL
ÌÌ
ÓÓ ÌÌÌÌ
ÓÓÓÓ
ÓÓÓÓ
ÌÌÌÌ
STABILIZER LEADING
EDGE STATION
ÓÓ
ÌÌ
TYPICAL CROSS
REAR SPAR
SECTION 319.23
GLASS
1 2 3 ÓÓ
ÌÌ OUTBOARD FIXED LEADING
STABILIZER STATION 0.00
STABILIZER LEADING
LEADING EDGE STABILIZER STATION
310.54
VINYL INBOARD FIXED LEADING
EDGE STATION 0.00
CONDUCTIVE EDGE UPPER & LOWER SKIN
ÌÌÌ
EDGE LOWER SKIN PANEL
(FIBERGLASS) PANELS (FIBERGLASS) ELEVATOR STATION 0.00
COATING
ÌÌÌ
GLASS NOTE: LEFT HALF OF HORIZONTAL
NOSE LANDING GEAR FIBERGLASS/GRAPHITE FIBERGLASS GRAPHITE
OUTSIDE 3 DOORS (GRAPHITE)
STABILIZER IS SHOWN.
ATA 57 WINGS WING TIP

GLASS
ATA 54 NACELLES-PYLONS TRAILING
VINYL BUTTOCK EDGE FLAPS
CONDUCTIVE NAC STA NAC STA LINE 0
GLASS COATING 117.33 247.80 WING WING
OUTSIDE 2 CL ENGINE AND STATION
NACELLE LOCAL WING CHORD
NAC WL 144.97
WING
BUTTOCK
LINE
GLASS NAC WL
100.00
VINYL
STRUCTURE
CONDUCTIVE
GLASS COATING
GENERAL
OUTSIDE 1 NAC STA

248.53 WING BUTTOCK LINE
NAC STA NAC STA
117.83 259.95 WING STATION
FRA US/O-7 RoU/ScV Sep 21, 2012 Figure 84 ATA51−57 General Page 183
STRUCTURE B737−600/700/800/900
GENERAL
51−00
Reference to Figure 85 ATA51−57 General

Vertical Fin Flight Compartment Windows
Most of material in the vertical stabilizer is aluminum. The purpose of the airplane windows is to provide:
The rudder is graphite composite. The vertical S Visual means to fly the airplane and for collision
stabilizer has four reference dimensions. These avoidance
reference dimensions give vertical stabilizer locations
S emergency exit from the flight compartment
in inches. These are the vertical stabilizer reference
dimensions: There are six windows symmetrically located around
the flight compartment. Windows No. 1, 3 are fixed in
S Vertical stabilizer station
place. Window No. 2 is a sliding window, mounted on
S Vertical stabilizer leading edge station tracks.
S Rudder station
Passenger Compartment Windows
S Vertical stabilizer waterline.
The passenger compartment windows are plug−type
Measure the vertical stabilizer station perpendicular to
windows.They consist of outer, middle and inner
the vertical stabilizer rear spar. Vertical stabilizer
panes. The inner pane is nonstructural and is mounted
station 0 starts at the body crown line. Measure the
in the sidewall lining. The outer and middle panes are
vertical stabilizer leading edge station perpendicular to
each capable of taking the full cabin pressurization
the vertical stabilizer leading edge. Vertical stabilizer
load. Fail−safe structure is ensured by the middle
leading edge station 0 starts at the body crown line.
pane.
Measure the rudder station perpendicular to the rudder
hinge centerline. Rudder station 0 starts at the body
crown line. Measure the vertical stabilizer waterline
parallel to the body waterline.
Engine Nacelle Pylon

The nacelle is the fairings and the components that
surround the engine. The nacelle gives an
aerodynamically smooth surface to the strut and
engine. Nacelle stations and waterlines give locations
on the nacelle−pylon. The scale for nacelle stations
and waterlines is inches. The station line is a
horizontal dimension. It starts at station line zero. The
water line is a height dimension. You measure the
water line from a horizontal reference plane below the
nacelle−pylon.
Composite Material
Some airplane structure and parts are composite
materials. These are some advantages of composite
materials:
S Corrosion resistant
S Increased fatigue life
S Light weight
Composite material is used on this plane for the
secondary structure only (e.g. fairings, radome, etc.).
Page 184 Lufthansa FRA US/O-7 RoU/ScV Sep 21, 2012

Technical Training
ATA 51 STRUCTURE ATA 56−20 PASS. WINDOWS ATA 51−10 HORIZONTAL STABILIZER
51−00
B737−600/700/800/900
PASSENGER VERTICAL STABILIZER VERTICAL STABILIZER

OUTER LEADING EDGE
WINDOW FRAME STATION
WINDOWPANE
STATION
SEAL ALIGNMENT RUDDER STATION
ROLLED
STRINGER TAB (6 LOCATIONS) REAR SPAR
VERTICAL STABILIZER
MIDDLE WATERLINE
WINDOWPANE LEADING EDGE
WINDOW EXTRUDED
FRAME STRINGERS WINDOW RETAINING RUDDER
CLIP (10 LOCATIONS)
BONDED CLIP ADJUSTING SCREW VERTICAL STABILIZER
WAFFLE WATERLINE 0
DOUBLER 20−INCH (STD) BREATHER
ÌÌÌ
ÓÓÓ
HOLE BODY CROWN LINE
ÓÓÓ
ÌÌÌ
BODY CROWN LINE
OUTER
ÓÓÓ
ÌÌÌ
RUDDER STATION
SKIN VERTICAL STABILIZER
ÓÓ
ÌÌ
ÓÓÌÌÌ
ÓÓÓ
10−INCH (STD) WATERLINE 0 VERTICAL STABILIZER
INBOARD & OUTBOARD
ÌÌ ÓÓÓ
ÌÌÌ
UPPER COVE SKIN PANELS VERTICAL STABILIZER STATION
(FIBERGLASS) LEADING EDGE STATION
ÓÓÓ
ÌÌÌ
ÌÌÌ
ÓÓÓ ÓÓÓ
ÌÌÌ
ÓÓÓÓÓÓ
ÌÌÌÌÌ
ÌÌÌÌÌÌ
BUTTOCK LINE 0
TRAILING EDGE PANELS
ÓÓÓ
ÌÌÌ ÓÓÓÓÓÓ
ÌÌÌÌÌ
ÌÌÌÌÌÌ
(FIBERGLASS/GRAPHITE) ELEVATOR STATION ATA 51−30 VERTICAL STABILIZER
24.90
ELEVATOR HINGE ELEVATOR STATION
ATA 52 CENTERLINE ELEVATOR
02|B736|51−57General Cont|L2
Technical Training
265.45
DOORS
FLAP SUPPORT FAIRINGS
ÌÌ
ÓÓ
Ó
(FIBERGLASS/GRAPHITE)
ÓÓ
Ó
ÌÌ
Lufthansa
ATA 56−10 FLIGHT COMP. WINDOWS

MATERIAL
ÌÌ
ÓÓ ÌÌÌÌ
ÓÓÓÓ
ÓÓÓÓ
ÌÌÌÌ
STABILIZER LEADING
EDGE STATION
ÓÓ
ÌÌ
TYPICAL CROSS
REAR SPAR
SECTION 319.23
GLASS
1 2 3 ÓÓ
ÌÌ OUTBOARD FIXED LEADING
STABILIZER STATION 0.00
STABILIZER LEADING
LEADING EDGE STABILIZER STATION
310.54
VINYL INBOARD FIXED LEADING
EDGE STATION 0.00
CONDUCTIVE EDGE UPPER & LOWER SKIN
ÌÌÌ
EDGE LOWER SKIN PANEL
(FIBERGLASS) PANELS (FIBERGLASS) ELEVATOR STATION 0.00
COATING
ÌÌÌ
GLASS NOTE: LEFT HALF OF HORIZONTAL
NOSE LANDING GEAR FIBERGLASS/GRAPHITE FIBERGLASS GRAPHITE
OUTSIDE 3 DOORS (GRAPHITE)
STABILIZER IS SHOWN.
ATA 57 WINGS WING TIP

GLASS
ATA 54 NACELLES-PYLONS TRAILING
VINYL BUTTOCK EDGE FLAPS
CONDUCTIVE NAC STA NAC STA LINE 0
GLASS COATING 117.33 247.80 WING WING
OUTSIDE 2 CL ENGINE AND STATION
NACELLE LOCAL WING CHORD
NAC WL 144.97
WING
BUTTOCK
LINE
GLASS NAC WL
100.00
VINYL
STRUCTURE
CONDUCTIVE
GLASS COATING
GENERAL
OUTSIDE 1 NAC STA

248.53 WING BUTTOCK LINE
NAC STA NAC STA
117.83 259.95 WING STATION
FRA US/O-7 RoU/ScV Sep 21, 2012 Figure 85 ATA51−57 General Page 185
DOORS / FUSELAGE B737−600/700/800/900
GENERAL
52−00 / 53−00
Reference to Figure 86 Body Station Diagram, Reference Planes and Lines, Doors
ATA 52 / 53 DOORS / FUSELAGE

52/53−00 DOORS/FUSELAGE GENERAL
SYSTEM DESCRIPTION FUSELAGE SYSTEM DESCRIPTION DOORS
GENERAL DESCRIPTION GENERAL DESCRIPTION
The fuselage is a semi−monocoque structure. Most of The doors are removable units that give access to the
material in the fuselage is aluminum. It is a structurally airplane compartments. These are the doors on the
sound and aerodynamically contoured body which airplane:
supports the wings, stabilizers and landing gear. Most S Forward and aft entry doors
of it is pressurized for the coverage of payload.
S Forward and aft galley service doors
A typical section through the fuselage consists of an
upper and a lower oval which intersect approximately S Overwing emergency exit doors
at the floor level. At the intersection, the fuselage S Cargo doors
is reinforced by transverse floor beams. Above this A door warning system shows the crew that pressure
floor structure, which extends from the front pressure bearing doors are closed and properly latched before
bulkhead at Body Station 178 to the rear pressure flight.
bulkhead at Body Station 1016, the upper lobe of the
fuselage encloses the cabin and is basically a
continuous shell, with cutouts in the skin for doors and
windows. Below the floor the continuity of the lower
lobe, which encloses the cargo compartments, is
interrupted by several major structural features: the
nose landing gear wheel well, the cavity for the center
wing box, and the main landing gear wheel well.
Aft of the rear pressure bulkhead, the floor is
discontinued and this section of the fuselage, which
tapers towards its aft end, supports the vertical fin, the
horizontal stabilizer, and contains a compartment for
the APU.
S Section 41
S Section 43
S Section 44
S Section 46
S Section 47
S Section 48
Note: Section 48 is not pressurized.
Dimensions give locations on the fuselage. The scale
for each dimension is inches. You use these
dimensions to find components on the fuselage:
S Body station line (BS)
S Body buttock line (BBL)
S Body water line (BWL)
The body station line (BS) is a horizontal dimension. It
starts at station line zero. You measure the body
station line from a vertical reference plane that is

forward of the airplane.
The body buttock line (BBL) is a lateral dimension.
You measure the buttock line to the left or right of the
airplane center line (LBL or RBL).
The body water line (BWL) is a height dimension. You
measure the body water line from a horizontal
reference plane below the airplane.

Technical Training
52−00 / 53−00
B737−600/700/800/900
20 INCH USUAL SPACING
BWL
BWL
BWL
BWL
SECT 47
SECTION 41 SECTION 43 SECTION 44 SECTION 46 SECTION 48
WL 208.1
Technical Training
01|B736|ATA53 General|L2
Lufthansa
AFT GALLEY
SERVICE DOOR (3R)
AFT CARGO
COMPARTMENT
DOOR
(R/H SIDE)
OVERWING EMERGENCY EXIT DOORS (2L/R)

−600/700 2 EA
AFT ENTRY DOOR (3L)
−800/900 4 EA
FWD CARGO
COMPARTMENT
DOOR
(R/H SIDE)
FWD GALLEY
SERVICE DOOR (1R)
ELEC EQUIP
COMP ACCESS DOOR
DOORS / FUSELAGE
FWD FWD
ENTRY SERVICE
A A FWD ENTRY DOOR (1L)
A
LEFT FWD RIGHT FWD
OVERWING OVERWING
FWD
LOWER NOSE
B737−800
CARGO
A A
LEFT AFT
A
RIGHT AFT AFT
COMP ACCESS DOOR
GENERAL
EQUIP
A OVERWING OVERWING CARGO
A A
AFT AFT
ENTRY SERVICE
A A
DOOR WARNING ANNUNCIATOR PANEL (P5)

FRA US/O-7 RoU Sep 21, 2012 Figure 86 Body Station Diagram, Reference Planes and Lines, Doors Page 187
ENGINE B737−600/700/800/900
FUEL
73−00
Reference to Figure 87 Fuel System Schematic
ATA 73 ENGINE FUEL

73−00 GENERAL
SYSTEM DESCRIPTION
AIRPLANE FUEL SYSTEM
servo fuel heater
The airplane fuel system supplies pressurized fuel
from the center or main tank. The fuel goes from the The servo fuel heater is a heat exchanger which uses
tank through a boost pump and a spar valve before the the warmer scavenge oil temperature to increase the
fuel goes to the engine. servo fuel supply temperature.
Aisle Control Stand Electronic Engine Control (EEC)

The EEC uses the TLRs (Thrust Lever Resolvers) on The EEC controls the engine fuel and engine air flow
the aisle stand to get TRA (Thrust Resolver Angle). for thrust and turbine clearance control systems. Two
The EEC uses this data to find the commanded engine channels in the EEC use input data to calculate the
thrust. engine fuel and control outputs to operate the engine.
The EEC controls
The start levers and fire handle send signals directly to
the HPSOV in the HMU. This lets the flight crew shut
down the engine in normal or emergency situations. HMU
The EEC does not close the HPSOV. With EEC control, the HMU supplies fuel to operate
In the IDLE position, the start levers send a start signal the servo systems, and supplies metered fuel to the
to the EEC through the DEUs. fuel nozzles. These are the servo fuel systems the
EEC controls through the HMU:
Low Pressure Fuel Pump S Variable stator vanes (VSVs)
The engine AGB (Accessory Gearbox) turns a drive S Variable bleed valves (VBVs)
shaft to operate the fuel pump assembly. S Transient bleed valve (TBV)
The low pressure fuel pump is a centrifugal impeller S Low pressure turbine active clearance control.
pump. This type of pump can operate at low fuel inlet
S High pressure turbine active clearance control.
pressure and with fuel that is part liquid and part
vapor. The low discharge pressure of this pump lets The HPSOV (High Pressure Shutoff Valve) stops the
the heat exchangers be lighter and more efficient. metered fuel flow when it closes. The control signal to
operate the HPSOV usually comes from the start
lever. The fire handle switch can override the start
Idg Oil Cooler
lever to close the HPSOV. The ENG VALVE CLOSED
The IDG (Integrated Drive Generator) oil cooler cools light shows the position of the HPSOV.
the IDG oil. This also heats the engine fuel. Heating
the fuel stops the formation of ice from the water in the fuel nozzle filter
fuel.
The fuel nozzle filter collects contamination from the
high pressure fuel pump and the HMU before it can go
Fuel Filters
to the fuel nozzles.
There are two fuel filters in the fuel pump assemblies,
the fuel filter and the servo wash filter. fuel nozzles
The servo wash filter cleans the fuel that goes to the
servo section of the hydromechanical unit (HMU). All of the fuel nozzles have primary and secondary fuel
flow. At approximately 15 psig, the fuel nozzles open
in the primary fuel flow mode. When the fuel pressure
high pressure fuel pump

increases to approximately 125 psig, the fuel nozzles
The high pressure pump is a single element, positive also open in secondary fuel flow mode.
displacement gear pump. This type of pump produces
high fuel pressures. This pressure is necessary to give Engine Control Light & EEC Switches
a strong combustor fuel spray pattern and to operate
the engine acuators that are part of the servo system. The EEC sends a signal to the engine control light on
the P5 aft overhead panel through the DEUs for some
faults detected by the EEC.
The metered fuel goes from the HMU through the fuel
flow transmitter and inline filter to the manifold.

Technical Training
73−00
B737−600/700/800/900
DEU (2)
EEC
FMC ADIRU (2) ID PLUG
ENGINE CONTROL PANEL

L R
FIRE
HANDLE START
LEVERS
T12 EEC
SENSOR CH A PT 25
INIT
RTE CLB CRZ DES
BRT
CH B SENSOR T49.5
REF
(EGT)
DIR LEGS DEP HOLD PROG EXEC
INTC ARR
N1 FIX
PS 3
LIMIT A B C D E PO
D
S
PREV
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PAGE
M
S
T3
P F G H I J
G
Y
Technical Training
1 2 3 K L M N O
F
A 4 5 6 P Q R S T
I
L THRUST EEC
01|73|Fuel SYS|L3
7 8 9 U V W X Y
LEVER
N2 SPEED ALTERNATOR
.* 0 +/− Z DEL / CLR RESOLVER SENSOR
Lufthansa
CDU FUEL CONTROL PANEL N1 SPEED

SENSOR
N2 SPEED
FUEL NOZZLE (20)
B
FUEL SUPPLY
METERED FUEL
LOW
PRESSURE FUEL NOZZLE
PUMP N2 SPEED
IDG FILTER
OIL S
COOLER HPSOV
FMV
SERVO BYPASS
ENGINE OIL
WASH
FMV
SYSTEM
FILTER SERVO FUEL

FUEL FLOW
B
HEATER EHSV
B TRANSMITTER
REG
SERVO EHSV
FUEL
MAIN
OIL/FUEL
HEAT EXCH
HIGH
FUEL PRESS
FILTER PUMP
FUEL
DIFF PRESS
FILTER
SW 11,5 PSID HMU VSV SYSTEM
VBV SYSTEM
FUEL PUMP ASSEMBLY HIGH
ENGINE OIL HPTCCV
ENGINE
PRESS
RELIEF SYSTEM LPTCCV
FUEL
TRANSIENT BLEED VALVE
FRA US/O-7 GiM Sep 21, 2012 Figure 87 Fuel System Schematic Page 189
ENGINE B737−600/700/800/900
IGNITION
74/80−00
Reference to Figure 88 Ignition/Starting System Schematic
ATA 74/80 IGNITION/STARTING

74−00 GENERAL
SYSTEM DESCRIPTION
IGNITION SYSTEM STARTER
The ignition systems supply electrical sparks in the Pneumatic power goes through an open start valve to
combustion chamber for combustion. Each engine has turn the turbine air motor in the starter. The turbine
two ignition systems that operate independently. The turns the reduction gears and engages the clutch. The
ignition system usually operates manually. However, clutch transmits torque to the output shaft of the
the ignition systems operate automatically when the starter. The reduction gears engage the clutch as long
EEC (Electronic Engine Control) sees a possible as pneumatic power turns the turbine.
engine flameout condition. The starter output shaft turns the AGB. The AGB turns
You use ignition during these times: the engine N2 rotor through shafts and other gears.
S Ground start At approximately 55% N2, the start valve closes and
S Takeoff and Landings removes pneumatic power from the starter. The
turbine and reduction gears slow and the clutch
S In−flight (during heavy turbulence or bad weather)
disengages. The starter output shaft then turns with
S In−flight start. the gearbox and engine. The turbine and reduction
These components control ignition: gears continue to slow until they stop.
S Start levers
START (CYCLE)
S Start switches
This occurs when you put the engine start switch to
S Ignition selector switch the GRD position when electrical and pneumatic power
S EEC. are available:
The start lever controls ignition system power to the S A solenoid in the P5 panel energizes to hold the
EEC. The start switch and the ignition selector switch switch in the GRD position.
supply inputs to the EEC. The EEC uses these inputs S The EEC receives an engine start signal
to supply power to the ignition exciters. The ignition
S The APU electronic control unit receives a signal to
exciters supply power to the spark igniters.
open the APU inlet guide vanes
Electrical Power S The start valve solenoid energizes and the valve
The engine 1 ignition systems receive 115 v ac from opens
ac transfer bus 1 and the ac standby bus. The EEC S The starter clutch engages and the engine N2 rotor
has internal switches that control the 115v ac to the turns
ignition exciters. The ignition exciters change the 115 v
ac input to a dc voltage of approximately 15 000 to 20 FUEL AND IGNITION
000 v dc and 14.5 to 16 joules, for the spark igniters. You move the engine start lever to the idle position to
The spark igniters give a spark for combustion. add fuel and ignition during the start.
Usually, only one ignition exiter per engine operates at
a time. The ignition systems of engine 2 receive ac STARTER CUTOUT
power from ac transfer bus 2 and the ac standby bus. At approximately 55% N2 this occurs:
S The DEUs remove the electrical ground for the start
START SYSTEM
switch solenoid
The start valve controls pneumatic power to the
S The engine start switch goes to the OFF position
starter. The valve opens for these engine operations:
S The start valve solenoid deenergizes and the valve
S Ground start
closes.
S In flight starts which require starter assist

S Motoring.
The valve solenoid energizes when you put the engine
start switch to the GRD position. This permits air
pressure to the pneumatic actuator. The pneumatic
actuator force is more than the torsion spring force
and the start valve opens.
The DEUs use the valve position switch to supply
indication in the flight compartment.

Technical Training
74/80−00
B737−600/700/800/900 ENG 1
115V AC IGN L IDLE START VALVE
28V DC
TRANSFER BUS 1 OPEN
BAT BUS
ENG 1 ENG 1
115V AC IGN R CUTOFF START
STANDBY BUS VALVE
P18−2 START LEVER START LEVER
IGN SW
DU
GND
OFF
CONT
FLT
START VALVE POSITION > 55%

N2 FLT
S
GND/CONT
START
GBX STARTER VALVE DEU (2)
L R
GROUND
FAN AIR PNEUMATIC
Technical Training
CONNECTION
02|74|Ignition/Starting|L3
PRSOV
N2 SPEED M
BOTH
SENSOR
Lufthansa
IGN IGN
L R
ENG
BLEED AIR TO R/H
BLEED AIR
ISOL VLV PNEUM
PRECOOLER FMV
CONTROL SYSTEM
IGNITION IGN SEL SW ENGINE 1 START SW
IGN PWR
EXCITERS
CHANNEL
A
IGNITER PLUGS CHANNEL

B
L R EEC
FMV
S
HPFSOV
HMU APU BLEED
AIR VALVE
ECU
IGNITION
ENGINE
IGV FULL OPEN

APU
FRA US/O-7 GiM Sep 21, 2012 Figure 88 Ignition/Starting System Schematic Page 191
ENGINE B737−600/700/800/900
ENGINE AIR
75−00
Reference to Figure 89 Engine Air System Schematic
ATA 75 ENGINE AIR

75−00 GENERAL
SYSTEM DESCRIPTION
During engine operation, the EEC (Electronic Engine
High Pressure Turbine Active Clearance
Control) receives airplane system data through the
DEUs (Display Electronic Units). The EEC uses this Control (HPTACC)
data to control the engine air system. The EEC adjusts The HPATCC system controls the 4th−stage air and
the bleed airflows to adjust the turbine blade tips the 9th−stage air to the HPT (High Pressure Turbine)
clearances. The EEC also controls the compressor shroud support. The air flows through an HPTACC
airflows to prevent stall. The EEC operates the air valve. The EEC uses the HMU to control the position
valves and the actuators through the of the HPTCC valve. The HMU sends servo fuel
HMU (Hydromechanical Unit). HMU servo fuel pressure to move the HPTACC valve actuator. The
pressure moves the valves and the actuators. HPTACC actuator sends electrical position data to the
The engine air system has these subsystems: EEc for closed−loop control.
S Compressor Airflow Control
Low Pressure Turbine Active Clearance
The engine air system adjusts the LPC (Low
Pressure Compressor) and the HPC (high Control (LPTACC)
Pressure Compressor) airflows for all power The LPTACC system controls the amount of fan
conditions. These adjustments prevent an engine discharge air that goes to the LPT (Low Pressure
stall. Turbine) case. The air flows through the LPTACC
S Turbine Clearance Control valve. The EEC uses the HMU to control the position
of the LPTACC valve. The HMU sends servo fuel
The engine air system adjusts the clearances
pressure to move the LPTACC valve actuator. The
between the HPT (High Pressure Turbine) blades
LPTACC actuator sends electrical position data to the
and shroud, and the LPT (Low Pressure Turbine)
EEC for closed-loop control.
blades and shroud. Usually, the engine air system
decreases the clearance between the rotors and
the turbine case. This helps the engine use less Transient Bleed Valve (TBV)
fuel. The engine air system also increases the The TBV sends HPC 9th−stage air to the low pressure
clearance between the high pressure turbine blades turbine stage 1 nozzles for these two conditions:
and shroud during some power conditions. This
S Engine start
makes sure the HPT blades tips do not rub against
the case. S Engine acceleration.
The EEC uses the HMU to control the TBV system.
Variable Stator Vanes (VSV) The HMU sends a servo fuel pressure to move the
TBV actuator. The transient bleed valve sends an
The VSV system controls the HPC (High Pressure electrical position data to the EEC for closed-loop
Compressor) inlet airflow. The VSV system gives the control.
correct quantity of air to the HPC. The EEC uses the
HMU to control the VSV system. The HMU sends
servo fuel pressure to move two VSV actuators. The
two actuators move the variable stator vanes. Each
actuator sends electrical position data to the EEC for
closed-loop control.
Variable Bleed Valve (VBV)

The VBV system controls the LPC (Low Pressure

Compressor) discharge airflow. The VBV system
bleeds the LPC air out into the secondary airflow. The
EEC uses the HMU to control the VBV system. The
HMU sends servo fuel pressure to move two VBV
actuators. The actuators cause the HPC discharge air
bleed to the secondary airflow. Each actuator sends an
electrical position data to the EEC for closed−loop
control.

Technical Training
75−00
B737−600/700/800/900
VSV CONTROL
TRA VBV CONTROL
TBV CONTROL
THRUST LEVER RESOLVER LPT ACTIVE CLEARANCE CONTROL
HPT ACTIVE CLEARANCE CONTROL N1 SPEED SENSOR
TBV POSITION
HPT ACCV POSITION
CH A LPT ACCV POSITION
CH B
EHSV
EEC CONTROL VSV & VBV ACTUATOR POS N2 SPEED
SENSOR
FUEL RETURN T3 SENSOR
FROM ACT & VALVES
T49,5
PROBE (8)
FROM PT25 SENSOR

SERVO
FUEL
HEATER
Technical Training
PO
PT PRESS REG
TAT LPT ACC
03|75|Eng Air|L3
Lufthansa
DEU (2)
FMV
EHSV
HMU
TO FUEL NOZZLES
HPT ACC
LPTACC
MANIFOLD
TBV
VBV ACT (2)

VSV ACT (2)
ENGINE AIR
ENGINE
FMCS CONTROL DISPLAY UNIT (P9)

FRA US/O-7 GiM Sep 21, 2012 Figure 89 Engine Air System Schematic Page 193
ENGINE B737−600/700/800/900
ENGINE CONTROLS
76−00
Reference to Figure 90 Thrust Controls System Schematic
ATA 76 ENGINE CONTROLS

76−00 GENERAL
SYSTEM DESCRIPTION
The engine control system supplies manual and
Autothrottle Switch Packs
automatic control inputs to control the engine thrust. It
also supplies signals to other airplane systems that Each switch pack has nine switches which supply
require engine control status. discrete thrust lever position signals to various
The engine control system has these components: systems.
S Thrust levers (forward and reverse) S S1 − auto ground speedbrake control and landing
S Engine start levers and switches gear warning
S Thrust lever interlock solenoids. S S2 − autobrake system
S S3 − autobrake system
Thrust Levers S S4 − engine thrust reverser synchronous shaft
locks
You use the thrust levers to supply the manual inputs
to the engine control system. S S5 − engine thrust reverser control
An interlock latch prevents the operation of the forward S S6 − engine thrust reverser control
thrust lever and the reverse thrust lever at the same S S7 − wing thermal anti−ice system
time. S S8 − aural warning − takeoff warning and weather
radar
Resolver S S9 − landing gear warning.
The resolver changes the forward and reverse thrust
lever positions to an analog electric signal. This signal Start Levers
is sent to the EEC for each engine.
There are two start levers, one for each engine. Each
start lever operates 6 switches.
Reverse Thrust Interlock Solenoids
S Two of the switches send signals to the EEC.
There are two reverse thrust interlock solenoids, one S Two of the switches interface with the engine
for each engine. Each reverse thrust interlock solenoid ignition system.
limits the range of motion of a reverse thrust lever. You
S The other two switches send signals to valves in
can make the thrust reverser deploy, but you can not
the engine fuel feed system.
increase the reverse thrust until the thrust reverser
sleeves are near the full deployed position. The EEC
operates the solenoids.
Autothrottle Servomotor (ASM)

The thrust management function of the autothrottle
system supplies the thrust command signal to the
EEC. To do this, the ASM and gearbox assembly
drives the TLA resolvers and the thrust levers through
the clutch pack.

Technical Training
76−00
B737−600/700/800/900
IDLE
R IGN POWER
115V AC STBY BUS
L IGN POWER
115V AC TRANSFER BUS 1
EEC EXTERNAL RESET CH B

IDG DISCONNECT CIRCUIT
EEC EXTERNAL RESET CH A
DFDAU CUTOFF POSITION
EEC
DEU‘s, START LEVER POSITION
NORMAL
(OPEN)
28V DC (CLOSED)
BAT BUS
(OPEN)
CONTROL STAND (CLOSED)
CUTOFF FUEL CONTROL PANEL

28V DC
STBY BUS ENG START LEVER
SWITCHES
Technical Training
28V DC
BUS
04|76|Eng Controls|L3
FIRE
ADVANCE
FUEL SOV
Lufthansa
STOW
BAT
L R DEPLOY
STOW THRUST REVERSER SYSTEM
28V DC
HOT BAT BUS DEPLOY
FIRE HANDLE STOW

DEPLOY SYNC LOCK
THRUST REVERSER
> 60_
WING THERMAL ANTI-ICE SYSTEM
A B
>53_
REVERSE THRUST PSEU, AURAL WARNING SYSTEM
RESOLVER
INTERLOCK SOL WEATHER RADAR SYSTEM
> 64_
PSEU, LANDING GEAR WARNING SYSTEM
INTERLOCK
LATCH
TRA AUTO SPEED BRAKE SYSTEM
> 44_ PSEU, LANDING GEAR WARNING SYSTEM
DISENGAGE
> 44_
ENGINE CONTROLS
AUTOBRAKE SYSTEM
THRUST > 44_
REVERSER
> 60% DEPLOYED
CH A
ENGINE
TLA RETARD
CH B
AUTOTHROTTLE
AUTOTHROTTLE AUTOTHROTTLE
SERVOMOTOR SWITCH PACK MODULE EEC SWITCH PACK MODULE
FRA US/O-7 GiM Sep 21, 2012 Figure 90 Thrust Controls System Schematic Page 195
ENGINE B737−600/700/800/900
ENGINE INDICATING
77−00
Reference to Figure 91 Engine Indicating System Schematic
ATA 77 ENGINE INDICATING

77−00 GENERAL
SYSTEM DESCRIPTION
The engine indicating system shows these parameters
for each engine:
S Low pressure rotor speed (N1)
S High pressure rotor speed (N2)
S Exhaust gas temperature (EGT)
S Engine vibration.
ELECTRONIC ENGINE CONTROL
The EEC (Electronic Engine Control) receives an
analog input from these engine sensors:
S N1 speed sensor
S N2 speed sensor
S EGT probes (T49.5).
The EEC changes the analog signals to digital signals.
The EEC sends the digital signals on an ARINC 429
data bus to the CDS (Common Display System)
DEUs (Display Electronics Units).
AIRBORNE VIBRATION MONITORING SIGNAL

CONDITIONER
The AVM (Airborne Vibration Monitoring) signal
conditioner calculates and monitors vibration levels of
each engine.
The AVM signal conditioner receives analog input from
these engine sensors:
S N1 speed sensor
S N2 speed sensor
S Number 1 bearing vibration sensor, or
S FFCCV (Fan Frame Compressor Case Vertical
Vibration) sensor.
The DEUs and the FDAU (Flight Data Acquisition Unit)
receive AVM information through an ARINC 429 data
bus.
DEUS
The DEUs use input from the engine indicating system
to show engine parameters on the CDS.

Technical Training
77−00
B737−600/700/800/900
UPPER DISPLAY UNIT CH A

CH B N1 SPEED
SENSOR
EEC
T 49,5
NO.1 VIBR. FFCCV VIBR. SENSOR
SENSOR SENSOR (8 PROBES)
Technical Training
05|77|Indicating|L3
N2 SPEED
SENSOR
Lufthansa
LOWER DISPLAY UNIT
BRT
INIT
RTE CLB CRZ DES
REF
DIR DEP EXEC

INTC LEGS HOLD PROG
ARR
N1
FIX
LIMIT
A B C D E
D PREV NEXT M
S PAGE PAGE
F G H I J S
P
G
Y
1 2 3 K L M N O
F
A
4 5 6 P Q R S T
I
L
7 8 9 U V W X Y
.* 0 +/− Z DEL / CLR

ENGINE INDICATING
FMCS CONTROL DISPLAY UNIT (P9) N2 SPEED
EEC ALTN POWER:

S START LEVER IDLE N1 SPEED
ENGINE
S START SW GRD OR CONT

S POS
FMCDS CDU ENG BITE
VIB DATA
DEU (2) AVM
FRA US/O-7 GiM Sep 21, 2012 Figure 91 Engine Indicating System Schematic Page 197
ENGINE B737−600/700/800/900
THRUST REVERSER
78−30
Reference to Figure 92 Thrust System Schematic
ATA 78 THRUST REVERSER

78−30 GENERAL
SYSTEM DESCRIPTION
The T/R (Thrust Reverser) system changes the The CDS (Common Display System) shows the REV
direction of the fan air exhaust to help create reverse message. This message refers to the positions of a
thrust. The flight crew uses reverse thrust to slow the T/R’s translating sleeves. Each T/R has LVDTs which
airplane after landing or during a RTO (Rejected supply translating sleeve position data to the EEC
Take-Off). The turbine exhaust airflow direction does (Electronic Engine Control).
not change during reverse thrust. When on, the REVERSER light shows that there is a
Each T/R has a left and right half. Each half has a failure in one of these areas:
translating sleeve which moves aft for reverse thrust. S T/R control system
The sleeves work at the same time, but are
S Mechanical failure which prevents the control
independent from each other. Three hydraulic
system from correct operation.
actuators move each sleeve. Rotary flex shafts make
sure that the hydraulic actuators extend and retract at The REVERSER light comes on for 10 seconds during
the same rate. a T/R stow operation. The light will stay on if the T/R
does not stow in 10 seconds. The EAU controls this
T/R Control System light.
The T/R control system lets you deploy the T/R when
the airplane is less than 3 meters from the ground. You
give a deploy signal to the control system when you
raise a reverse thrust Lever.
You supply a stow signal when you return the reverse
thrust lever to the stow position.
The T/R control valve module controls hydraulic power
to the hydraulic actuators. The reverse thrust lever
operates the switches necessary to send a deploy or
stow signal to the T/R control valve module.
The sync locks prevent the operation of the hydraulic
actuators when there is no deploy signal.
The primary purpose of the EAU (Engine Accessory
Unit) is to control the T/R stow operation. The EAU
supplies front panel BITE (Built-In-Test Equipment) to
help you do trouble shooting of the control system.
The EAU uses two T/R proximity sensors for each
translating sleeve for control. The EAU also interfaces
with the T/R indicating system to control the
REVERSER light.
The T/R indicating system supplies these indications in
the flight compartment:
S REV message on CDS (Common Display System)
S REVERSER light on the P5 aft overhead panel
S LVDT (Linear Variable Differential Transformer)
data on the Control Display Unit (CDU).

Technical Training
78−30
B737−600/700/800/900 DISCH
28V DC NORM
L R STBY BUS
SLEEVE(S)
NOT STOWED
FIRE
REVERSER
ÄÄÄ
SLEEVE(S) AIR
FAULT LT
LOGIC UNLOCKED
FIRE HANDLE
ÄÄÄ GRD ALT
ENGINE CONTROL PANEL
ÄÄÄ < 10FT
ÄÄÄ
POWER SET
SUPPLY
RESET RESET OUT 0,1 S

STOW
EAU LOGIC AIR FCCB
DEPLOY 10.5 S
< 10FT
CONTROL SW
REV REV
EAU (M528)
STOW
18 S
T/R
LATCH RLY
ARM SW
MISC ELECTR. EQUIPM. PANEL (J22)
Technical Training
06|78|Thrust Rev|L3
NC
DISPLAY UNIT TO DEU‘s
Lufthansa
STOW SW
POSITION IND
TO EAU
STOW LOGIC THRUST CONTROL
FAULT MONITOR
DEPLOY HYD SYS STBY HYD SYS CH A
A HYD SYS B CH B
SYNC SW
DEU (2)
A/T SW PACK
FROM EEC MODULE
TO REV ENG 2
RADIO ARM
ALTIMETERS GRD
<10 FT AIR
S S
STOW
DEPLOY
THRUST REVERSER
THRUST REV CONTROL

VALVE MODULE ENG 2
L/H SLEEVE R/H SLEEVE
ENGINE
MLG
FRA US/O-7 GiM Sep 21, 2012 Figure 92 Thrust System Schematic Page 199
ENGINE B737−600/700/800/900
ENGINE OIL
79−00
Reference to Figure 93 Oil System Basic Schematic
ATA 79 ENGINE OIL When the oil pressure is less than the red line limit, the
EEC sends a signal to the DEUs. This causes the DU
to show the amber low oil pressure message.
79−00 GENERAL The oil temperature sensor gets the oil temperature
data on the forward sump and TGB oil supply line. The
oil temperature sensor sends an electric signal to the
SYSTEM DESCRIPTION
EEC. The EEC send it to the DEUs.
The engine oil system is a self−contained, center
vented and recirculating type system.The oil system Scavenge Oil Pump
provide lubrication and cooling for the engine main
bearings, radial driveshaft bearings and gears and The scavenge pumps takes the oil that collects in the
bearings in the transfer gearbox and accessory GBX. sumps and the gearboxes and sends it back to the oil
tank.
Oil Tank
Chip Detector
The oil storage system keeps sufficient oil for a
continuous supply to the oil distribution circuit. The oil The chip detectors collect and keep the unwanted
storage system lets you do an oil level check and to fill materials from the scavenge oil. A chip detector has a
the oil system. The engine oil tank holds ∼ 20 liters. magnet and a metallic−mesh screen.
Anti-leackage Valve Debri Monitoring System
The anti−leakage valve is a pressure−actuated valve. The debris monitoring system detects magnetic
When the engine does not operate, a spring closes the particles suspended in the scavenge oil and sends a
valve. This prevents the oil flow from the oil tank to signal through three wires to the DPM box. From the
other oil system components. This also prevents oil DPM box a single wire transmits the signal to EEC
leakage during removal of a component of the oil channel B. Then a message ”DMS requires inspection”
distribution system. When the engine operates, the oil can be retrieved by interrogating the CDU. The are
pressure from the supply line holds the valve open. three electrical chip detectors, one for each sump:
S Forward sump.
Oil Supply Pump S Rear sump.
The accessory gearbox turns the oil supply pump and S AGB & TGB sump.
the three scavenge pumps in the lubrication unit. The
pumps are on a common shaft. Scavenge Oil Filter
The oil supply pump does not control the output
The scavenge oil filter removes debris from the three
pressure. When the engine speed changes, the oil
scavenge circuits.
pressure changes.
S Accessory gearbox/Transfer gearbox
Pressure Relief Valve S FWD sump
S AFT sump
The pressure relief valve diverts the oil flow to a
scavenge pump, if the pressure downstream of the As the scavenge filter becomes clogged, the pressure
supply pump exceeds 305 psi. differential across the switch increases. When it gets
>26psig, the switch closes to complete the
warning light circuit and the warning light message for
Supply Oil Filter
the oil filter bypass comes on.
The supply oil filter removes and holds unwanted
material from the supply oil. The supply oil filter Main Oil/Fuel Heat Exchanger
prevents the contamination of the downstream oil
circuit. When the filter clogs, the supply oil filter bypass The main oil/fuel heat exchanger uses fuel from the
low pressure fuel pump to decrease the temperature of
valve opens.
the scavenge oil.
Oil Pressure/Temp. Sensor
Vent System
The oil pressure transmitter measures the differential
pressure between the oil supply pump outlet and the Vapors from the forward and aft sumps pass through
TGB cavity. The oil pressure transmitter sends an rotating air/oil separators into the mainshaft center
electric signal to the EEC. The EEC send it to the vent tube to be vented out the exhaust. The separated
DEUs. oil is returned to the sumps.

Technical Training
79−00
B737−600/700/800/900
PRESSURE SENSOR
TEMPERATURE SENSOR
EEC
UPPER DISPLAY UNIT
(COMPACTED MODE) TEMP
SENSOR
P
SUPPLY OIL FILTER
OIL SUPPLY
ÓÓÓ
ÓÓÓ
PUMP
ÓÓÓ
OIL QTY VENT
TRANSM AIR
ÓÓÓ
FWD SUMP AFT SUMP
OIL
ÓÓÓ
Technical Training
TANK
DEU (2)
ANTI− PRESS
LEAKAGE RELIEF
FUEL FUEL BYPASS
VALVE VALVE VALVE
07|79|Oil|L3
20 PSID POPOUT
ÓÓ
305 PSID
Lufthansa
IND 14 PSID
LOWER DISPLAY UNIT MAIN

OIL/FUEL
SCAVENGE
OIL FILTER
ÓÓ
ÓÓ
TGB
HEAT EXCH.
ÓÓÓ SCAVENGE
ÓÓÓ ÓÓ
OIL PUMP
ÓÓÓ
ÓÓÓ ÓÓ
ÓÓ
ÓÓÓ
BYPASS
FMC VALVE FUEL SCAVENGE
OIL PUMP
BYPASS
ÓÓ
VALVE DRIVE SHAFT AGB
ÓÓ
SERVO FUEL
HEATER
DIFF. PRESS. SW SCAVENGE CHECK
ÓÓ
26 PSID OIL PUMP VALVE
DMS BOX TO EEC
SCAVENGE
OIL FILTER LUBRICATION UNIT
ASSEMBLY
POP−OUT INDICATOR
BRT
INIT
REF
RTE CLB CRZ DES
DIR DEP EXEC

LEGS HOLD PROG
SUPPLY OIL FILTER

INTC ARR
N1 FIX
LIMIT
A B C D E
D PREV NEXT M
S PAGE PAGE
S
P F G H I J
G
Y
1 2 3 K L M N O DMS
F
A 4 5 6 P Q R S T
DETECTOR
ENGINE OIL
I
L
7 8 9 U V W X Y
.* 0 +/− Z DEL /
ENGINE
CLR
CDU
FRA US/O-7 GiM Sep 21, 2012 Figure 93 Oil System Basic Schematic Page 201
B737−6 A3 B12
TABLE OF CONTENTS
ATA 21 AIR CONDITIONING . . . . . . . . . . . . . . . . 2 ATA 23 COMMUNICATION . . . . . . . . . . . . . . . . . . 18
21−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 23−51 AUDIO MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 2 23−41/51 FLIGHT/SERVICE INTERPHONE . . . . . . . . . . . . . . . . . . . 20
23−40 INTERPHONE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
ATA 21 AIR CONDITIONING . . . . . . . . . . . . . . . . 4 23−71 PASSENGER ADDRESS . . . . . . . . . . . . . . . . . . . . . . . . . . 24
23−13 RADIO MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
21−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
23−27 DATA TRANSMISSION&AUTO. CALLING . . . . . . . . . . . 28
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 4
23−24 EMERGENCY LOCATOR TRANSMITTER . . . . . 30
23−11 HF SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
ATA 21 AIR CONDITIONING . . . . . . . . . . . . . . . . 8 23−20 DATA TRANSMISSION & AUTOMATIC CALLING . . . . 34
21−30 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 23−71 AUDIO&VIDEO MONITORING . . . . . . . . . . . . . . . . . . . . . 36
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8 23−32 PES/VIDEO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
23−21 VERY HIGH FREQUENCY SYSTEM . . . . . . . . . . 40
23−34 PES/ AUDIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
ATA 21 AIR CONDITIONING . . . . . . . . . . . . . . . . 10 23−70 FDEVSS (FLIGHT DECK ENTRY VIDEO
SURVEILLANCE SYSTEM) . . . . . . . . . . . . . . . . . . . . . . . . 44
21−27 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 10 23−75 CDSS (COCKPIT SURVEILLANCE SYSTEM) . . . . . . . 44
ATA 22 AUTOFLIGHT . . . . . . . . . . . . . . . . . . . . . . 12 ATA 24 ELECTRICAL POWER . . . . . . . . . . . . . . 46

22−10 DFCS-AUTOPILOT . . . . . . . . . . . . . . . . . . . . . . . . . 12 24−00 POWER AND CONTROL GENERAL . . . . . . . . . . . . . . . . 46
22−23 YAW DAMPER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . 14 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 46
22−31 AUTOTHROTTEL . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 24−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
24−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
ATA 26 FIRE PROTECTION . . . . . . . . . . . . . . . . . 54

26−10/15 ENGINE & APU FIRE DETECTION . . . . . . . . . . . . . . . . . 54
26−17 WHEEL WELL OVERHEAT DETECTION . . . . . . 56
Page i
B737−6 A3 B12
TABLE OF CONTENTS
26−18 WING & BODY OVERHEAT DETECTION . . . . . . 56 29−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
ATA 27 FLIGHT CONTROLS . . . . . . . . . . . . . . . . 58

ATA 30 ICE&RAIN PROTECTION . . . . . . . . . . . . 88
27−11 AILERON SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 58 30−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
27−61 FLIGHT SPOILER CONTROL SYSTEM . . . . . . . . . . . . . 60 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 88
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 60 30−30 PITOT AND STATIC HEATING . . . . . . . . . . . . . . . . . . . . . 90
27−61 GROUND SPOILER CONTROL SYSTEM . . . . . . . . . . . 62 30−41 CWAI SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 62 30−41 CWAI SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
27−31 ELEVATOR AND TAB CONTROL SYSTEM . . . . . . . . . . 64 30−42 WINDSHIELD WIPER SYSTEM . . . . . . . . . . . . . . . . . . . . 96
30−71 DRAIN ANTI-ICING WATER&TOILET DRAIN
27−21 RUDDER AND RUDDER TRIM SYSTEM . . . . . . . . . . . . 66 ANTI-ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
27−41 HORIZONTAL STABILIZER TRIM CONTROL SYSTEM 68
ATA 30 ICE AND RAIN PROTECTION . . . . . . . . 99
27−51 TE FLAP SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 30−11 WTAI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 70 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 99
TE FLAP SYSTEM BASIC CONT. . . . . . . . . . . . . . . . . . . . 72
27−81 LE FLAP & SLAT CONTROL SYSTEM . . . . . . . . . . . . . 75
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 75 ATA 31 INDICATING&RECORDING SYSTEM . 102
31−31 AIRCRAFT CONDITION MONITORING . . . . . . . . . . . . . 102
ATA 28 FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 33−50 CENTRAL WARNING SYSTEM . . . . . . . . . . . . . . . . . . . . 104
AURAL WARNING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 104
28−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 MASTER CAUTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . 104
ATA 29 HYDRAULIC . . . . . . . . . . . . . . . . . . . . . . . 82
29−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Page ii
B737−6 A3 B12
TABLE OF CONTENTS
31−62 COMMON DISPLAY SYSTEM . . . . . . . . . . . . . . . . . . . . . . 106 33−00 EMERGENCY LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . 126
31−62 CENTRAL DISPLAY SYSTEM . . . . . . . . . . . . . . . . . . . . . 108
ATA 34 NAVIGATION . . . . . . . . . . . . . . . . . . . . . . . 128
ATA 32 LANDING GEAR . . . . . . . . . . . . . . . . . . . 114 34−11 AIR DATA SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
32−31 LANDING GEAR CONTROL SYSTEM . . . . . . . . . . . . . . 114 34−20 ADIRS-IR GENERAL THEORY . . . . . . . . . . . . . . . . . . . . . 130
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 114 34−61 FMC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
SYSTEM DESCRIPTION (CONT.) . . . . . . . . . . . . . . . . . . 116
34−61 FLIGHT MANAGEMENT COMPUTER . . . . . . . . . . . . . . 134
32−41 HYDRAULIC BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . 118
ATA 27 FLIGHT CONTROLS . . . . . . . . . . . . . 138
ATA 33 LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 27−24 WHEEL TO RUDDER INTERCONNECT SYSTEM . . . . 138
34−11 STANDBY AIR DATA INSTRUMENTS . . . . . . . . . 140
33−20 PASSENGER COMPARTMENT . . . . . . . . . . . . . . . . . . . . 120 34−00 NAVIGATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
33−40 EXTERIOR LIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 34−00 RADIO NAVIGATION GENERAL . . . . . . . . . . . . . . 144
33−40 EXTERIOR LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 30−61 FMCS-SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
ANTI-COLLISION LIGHTS(WHITE) . . . . . . . . . . . . . . . . . 125
ATA 35 OXYGEN . . . . . . . . . . . . . . . . . . . . . . . . . . 150
35−10 CREW OXYGEN SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 150
35−20 PASSENGER OXGEN SYSTEM . . . . . . . . . . . . . . . . . . . . 153
ATA 36 PNEUMATIC . . . . . . . . . . . . . . . . . . . . . . . 156

36−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
Page iii
B737−6 A3 B12
TABLE OF CONTENTS
ATA 38 WATER AND WASTE . . . . . . . . . . . . . . . 158 ATA 74/80 IGNITION/STARTING . . . . . . . . . . . . . . 176
38−10 POTABLE WATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 74−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
38−32 VACUUM WASTE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 160
ATA 75 ENGINE AIR . . . . . . . . . . . . . . . . . . . . . . . 178
75−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
ATA 49 APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 178
49−90 APU LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . 162
ATA 76 ENGINE CONTROLS . . . . . . . . . . . . . . . 180
49−30 APU FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 164 76−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
ATA 51−57 STRUCTURE . . . . . . . . . . . . . . . . . . . . 168

ATA 77 ENGINE INDICATING . . . . . . . . . . . . . . . 182
51−00 STRUCTURE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . 168
SYSTEM DESCRIPTION DOORS . . . . . . . . . . . . . . . . . . 168 77−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
ATA 52/53 DOORS/FUSELAGE . . . . . . . . . . . . . . 172

ATA 78 THRUST REVERSER . . . . . . . . . . . . . . . 184
52/53−00 DOORS/FUSELAGE GENERAL . . . . . . . . . . . . . . . . . . . . 172
SYSTEM DESCRIPTION FUSELAGE . . . . . . . . . . . . . . . 172 78−30 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
SYSTEM DESCRIPTION DOORS . . . . . . . . . . . . . . . . . . 172 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 184
ATA 73 ENGINE FUEL . . . . . . . . . . . . . . . . . . . . . 174 ATA 79 ENGINE OIL . . . . . . . . . . . . . . . . . . . . . . . 186

73−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174 79−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
Page iv
B737−6 A3 B12
TABLE OF FIGURES

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B737−6 A3 B12
TABLE OF FIGURES
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Page ii
B737−6 A3 B12
TABLE OF FIGURES
Page iii
B737−6 A3 B12
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Page iv

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Reference to Figure 1 Air Conditioning Basic Schematic (Cont.)

Air Conditioning Distribution

Air Conditioning Accessory Unit

Trim Air Press Regulating Valve

Trim Air Modulating Valve (3)

Door Area Heaters

Page 2 Lufthansa FRA US/o-2 GiM/ScV Sep 20, 2012

ELEC EQUIP FWD CARGO AFT CARGO

RAM AIR INLET

03|−89|Air Cond Basic Cont.|L3

3 DUCT TEMP BULB

PNEUMATIC AIR FROM ENG 1 OR APU PNEUMATIC AIR FROM ENG 2

Reference to Figure 2 Pressurization System Schematic

ATA 21 AIR CONDITIONING

MANUAL PRESSURIZATION CONTROL

direct control of the outflow valve from the P5 panel.

Page 4 Lufthansa FRA US/T-2 ScV Sep 20, 2012

BLOW OUT PANEL BLOW OUT PANEL

OUTFLOW VALVE POSITION

PRESS CONT ENG 1 ENG 2

RIGHT PACK VALVE OPEN/CLOSED

B737−600/700 SHOWN B737−800/900 EQUAL

Reference to Figure 3 Equipment Cooling System Schematic

ATA 21 AIR CONDITIONING

S Flight recorder/mach airspeed module

Page 6 Lufthansa FRA US/T-2 GiM Sep 20, 2012

DOORS AIR COND

EXHAUST NORMAL ALTERNATE

LOW FLOW P6 PANEL

FLIGHT COMPARTMENT E & E COMPARTMENT

Reference to Figure 4 Y/D System Description and Location

Stall Management Yaw Dampers (SMYD 1+2)

Yaw Damper Indicator

Main Rudder PCU

The main rudder PCU (Power Control Unit) is a

Solenoid Valve (Main Rudder PCU)

Page 8 Lufthansa FRA US/O-2 FrM Sep 20, 2012

ADIRU 1 (2) YAW DAMPER

FLT CONTROL STANDBY

OFF OFF YAW DAMPER

OFF MAIN RUDDER PCU

FLIGHT CONTROL PANEL SMYD

Reference to Figure 5 DFCS-Autopilot

Actuators Nav Receivers

Page 10 Lufthansa FRA US/T-2 ScV Sep 20, 2012

Reference to Figure 6 Autothrottle-Schematic

The RA R/Ts (Receiver/Transmitters) send radio

during approach. Indicates if A/T is disengaging, in Bite function or failed

MODE CONTROL PANEL

BITE MONITOR TEST DISPLAY

Reference to Figure 7 Audio Management System Overview

Communications Radios Flight Interphone Jack

Page 14 Lufthansa FRA US/T-2 ScV Sep 20, 2012

STEERING WHEEL BOOMSET HEAD SET HAND MICROPHONE OXYGEN MASK

AUDIO CONTROL PANEL

REMOTE ELECTRONICS UNIT

SERVICE INTERPHONE SYS

Reference to Figure 8 Service and Flight Interphone System

Audio Control Panel