21-AIR CONDITIONING

DESCRIPTION

REMARKS

REFERENCE

AIR CONDITIONING D/O 21-00-00

AIR CONDITIONING
MAINTENANCE PRACTICES

AMM 21-00-00/201

Two tasks are supplied in this procedure.

The first task is to use an external source to supply conditioned air.
The second task is to use the airplane packs to supply conditioned air.

A. Smoke or fumes flow into the passenger cabin or the flight compartment through the air distribution
system during flight. This problem is usually caused by contamination of the air by oil, glycol, fuel, or
hydraulic fluid. In flight, contamination can be caused by leakage of these fluids in one of the engines.
B. Smoke or fumes can also be caused by oil, glycol, hydraulic fluid, fuel fumes or exhaust fumes being
ingested into the inlet of one of the engines. From the inlet, the contaminant can go into the pneumatic and/or
the air conditioning system and vaporize at higher temperatures.

REMOVE THE SMOKE OR

FUMES FROM AIR
CONDITIONING SYSTEM T/S

AMM 21-00-00/101

C. The APU is a likely source of the smoke or odors. An APU failure can release oil into the air conditioning
system. Oil, glycol, fuel or hydraulic fluid ingested into the inlet of the APU is another possible source of the
contamination.
D. Fumes can also be caused by the use of petroleum jelly during maintenance of the pneumatic ducts or air
distribution ducts.
E. Do not do these procedures with the passengers or the crew on the airplane since it can cause smoke or
fumes in the passenger cabin.
F. Related Information: (1) AMM 21-00-00/001, Air Conditioning Simplified Diagrams.
G. Trouble shooting is provided for these faults:

PROCEDURE 1: Smoke or Fumes in the Passenger Cabin or Flight Compartment reported during flight.
Smoke Stops with Isolation Valve Closed, Right Pack Switch Off.
PROCEDURE 2: Smoke or Fumes in the Passenger Cabin or Flight Compartment reported during flight.
Smoke stops with Isolation Valve Closed, Left Pack Switch Off.
PROCEDURE 3: Smoke or Fumes in the Passenger Cabin or Flight Compartment, reported during flight.
Smoke does not stop with Isolation Valve Closed, each of the two Pack Switches Off (In Turn).
PROCEDURE 4: Smoke or Fumes in the Passenger Cabin or Flight Compartment - Stops with
Recirculation Fan Off.

REMOVE THE SMOKE OR

FUMES FROM AIR
CONDITIONING SYSTEM

AIRPLANE ABILITY TO
MAINTAIN CABIN PRESSURE
IN FLIGHT ON SINGLE PACK
OPERATION T/S

AMM 21-00-00/201

AMM 21-00-05/101

This procedure gives instructions to remove the oil contamination from the air conditioning and pneumatic systems.
You must first isolate the cause of the oil contamination and repair the problem before you do this
(10) Remove the check valve at the pneumatic ground connector (Ref/ 36-11-45/401).
NOTE: -This will permit the initial bleed air, which has more oil contamination, to go out through the check valve
opening.
(15) Operate the air conditioning packs:
Make sure the aft outflow valve is open (Ref 21-31-00/201) or least one passenger entry door is open.
(20) Examine these components for oil contamination:
(a) Heat exchangers
(b) Coalescer bags in the water separators
Trouble shooting the airplane ability to maintain cabin pressure in flight on a single pack operation involves the air
cycle system, the pneumatic supply system, the pressurization control system, and various airplane openings that could
possibly be a source of leakage.
An understanding of how the different components are interrelated as well as the function of each is needed to locate
and correct problems in either system.

AIRPLANE DISPATCH WITH

SINGLE PACK OPERATION
CONFIDENCE CHECK

RECIRCULATION FAN T/S

AMM 21-00-05/201

AMM 21-21-22/101

Main distribution recirculation fan trouble shooting can be accomplished without operating the air conditioning packs
and no special equipment is needed.
B. Intermittent or cycling operation of recirculation fan indicates fan overheats or defective overheat switch. Remove
and replace recirculation fan.

CONTROL CABIN CONDITIONED AIR DISTRIBUTION SYS. D/O 21-22-00

CONTROL CABIN
CONDITIONED AIR DUCTREPAIRS

AMM 21-22-11/801

This procedure has two tasks to repair the polycarbonate (lexan) air ducts which have damage.
One procedure uses a patch to repair the damaged air duct. (permanent)
The second procedure uses a tape to repair the damaged air duct. (temporary)
This procedure also has a task to repair the aluminum alloy ducts in section 53 which are installed on the left side of the
forward cargo compartment. T
The procedure can be used to replace a damaged duct or to repair a leak at the joint between two ducts.

PASSENGER CABIN CONDITIONED AIR DISTRIBUTION SYS. D/O 21-23-00

VENT MUFFLER

AMM 21-23-17/201

This procedure has two tasks. The first task gives instructions to clean the vent muffler. The second task gives
instructions to repair the vent muffler.
B. The air velocity through the vent muffler can increase if the vent muffler shell has contamination or cracks. This can
cause noise levels to increase.

PRESSURIZATION CONTROL 21-30-00

PRESSURIZATION CONTROL
SYS A/T

AMM 21-31-00/501

CABIN PRESSURIZATION
OUT FLOW VALVE ./REPAIR

AMM 21-31-11/801

SAFETY RELIEF VALVE A/T

AMM 21-32-21/501

A. This test has six tasks. The six tasks are:

(1) System Test - Pressurization Control System
The system test does a check of the four modes of operation of the pressurization control system.
(2) Functional Test of the Pressure Controller
The second task does a check of the system components when you measure electrical values at the pressure
controller.
(3) Standby Rate Check
The standby rate check does a check of the rate of cabin altitude change for the standby mode.
(4) Standby Altitude Check
The standby altitude check does a check of the CAB ALT control.
(5) Automatic Rate Check
The automatic rate check does a check of the rate of change in the cabin altitude in the AUTO mode.
(6) Resistance Test of the Pressurization Outflow Valve.
The outflow valve resistance test does a check of the AC and DC clutches and the valve feedback
potentiometers. You must remove the aft outflow valve to do this test.
This repair procedure replaces the outflow valve frame seal while the outflow valve is installed on the airplane.

1.
2.

This subject has two tasks.

The first task is a functional test of the safety relief valve using a Hamilton Standard test fixture.
The second task is a functional test of the safety relief valve using Boeing test equipment.
The test decreases pressure at the external pressure port to the valve to give a signal of high cabin pressure.

COOLING 21-50-00

AIR CYCLE SYSTEM T/S

AMM 21-51-00/101

ACM UNIT SERVICE

AMM 21-51-11/301

HEAT EXCHANGER
CLEANING

AMM 21-51-21/701

WATER SEPARATOR
COALESCER (BAG).
CLEANING/PAINTING

The heat exchangers are cleaned with a detergent that flows through the heat exchangers in the opposite
direction of the ram air. Air from the APU or from a high pressure ground cart can be used to move the
detergent through the heat exchangers.

If a system trips off from overheat but without excess air supply, the ram air system should be suspected. Make
sure that the ram air inlet and exhaust doors are open.
If unwanted material such as paper or cloth are ingested into the ram air system, they could restrict air flow
through the system.
Inspection doors are provided in the ram air ducts forward of each heat exchanger for duct inspection.
If difficulty occurred during flight while flaps were in any position other than fully retracted, do a check of the
cooling system (AMM 21-51-00/501).
If the system has tripped off without excessive temperature being recorded, the thermal switches may be
defective and should be checked.
It is recommended that 20-10-27, Maintenance Practices, be reviewed before using heating equipment on
system components.

AMM 21-51-41/701

RAM AIR SYSTEM T/S

Trouble shooting the cooling portion of the air conditioning system involves both the air cycle system and the
ram air system. An understanding of how the different components are interrelated as well as the function of
each is needed to locate and correct problems in either system.
Grouping individual components according to function aids in locating a defective component. The water
separator, 35F control sensor, 35F control valve and 35F controller are functionally related. Another
grouping includes the heat exchangers, air cycle machine, ram air system, the compressor discharge and
turbine inlet overheat thermal switches and the pack temperature bulb.

AMM 21-52-00/101

TURBOFAN UNIT SERVICE

RAM AIR INLET CONTROL

CABLES A/T

THE EFIS COOLING SYSTEM

AIR CLEANER

AMM 21-52-61/301

AMM 21-52-81/501

AMM 21-58-61/201

This procedure replaces the oil in the turbofan.

The oil capacity of the turbofan is approximately 4.5 deciliters (0.96 pint).

There are two tasks in this procedure:

(1) Ram Air Inlet Control Cables - Adjustment
(2) Ram Air Modulation System - Operational Test
The adjustment procedure is applicable to the control cables on the left or right side.
You can adjust the left side cables and the right side cables at the same time.
The operational test makes sure that the modulation system operates correctly after the control cables have
been adjusted.

Two methods are given to clean the air cleaner:

The first method removes most of the loose dirt and other unwanted materials.
The second method cleans the air cleaner fully, but special equipment and materials are necessary.
(a) A solvent can be used to remove oils or greases from the metal surfaces.
(b) Alkaline cleaners are recommended for the removal of dirt or other materials that are firmly Adhered to the
metal surfaces.

32-LANDING GEAR
DESCRIPTION

REMARKS

REFERENCE

MAIN GEAR
MAIN LANDING GEAR
INSPECTION

AMM 32-11-00/601

MAIN LANDING GEAR

TORSIONAL FREE PLAY

AMM 32-11-00/601

ACTIVE MLG INNER

CYLINDER SEAL
REPLACEMENT

AMM 32-11-21/801

This subject has two tasks.

(1) The first task replaces the active inner cylinder seals with the spare seals kept on the shock strut.
(2) The second task has two parts:
(a) To replace the active inner cylinder seals with the spare seals kept on the shock strut
(b) To install more seals on the shock strut after all the spare seals have been used.

Spare seals are kept in grooves in the shock strut lower bearing.
(1) In the first groove is a T-seal (dynamic), and in the other, two O-rings (static seal).
(2) The spare seals permit active seals to be replaced without shock strut inner cylinder removal.
(3) When you install the last spare seal, the subsequent seal replacement requires the disassembly of the shock
strut.

MAIN GEAR TORSION LINK

R/I

MAIN LANDING GEAR

DAMPER R/I
MAIN LANDING AXEL

AMM 32-11-51/401

The main gear torsion links are removed after damage, or when bushings are worn beyond service limits.
Removal of the upper torsion link also disconnects the bottom end of the lower drag strut. On the right gear,
the upper torsion link is connected to a spoiler lockout mechanism. The main tires should be removed and the
shock strut partially extended to Provide clearance for the upper torsion link pin when replacing the upper
torsion link. The main gear brakes also should be removed to provide clearance for the lower torsion link pin
when replacing the lower torsion link.

AMM 32-11-81/401
AMM 32-11-85/601

THREAD AND AXEL NUT I/C

MAIN LANDING GEAR WW
BLADE TYPE SEAL R/I

32-12-12/401

NOSE GEAR

NOSE LANDING GEAR I/C

ACTIVE NLG INNER

CYLINDER SEAL
REPLACEMENT

NOSE LANDING AXEL

THREAD AND AXEL NUT I/C

AMM 32-21-00/601

AMM 32-21-11/801

This procedure has these tasks:

(1) An inspection of the nose landing gear
(2) A torsional free play inspection of the nose landing gear.
For periodic inspections, refer to paragraph 2 and for special inspections, refer to Chapter 5.

A. This subject has two tasks. The first task is a replacement of the active seals for the shock strut with the spare seals.
B. The second task is a replacement of the active seals and the spare seals for the shock strut.
C. The spare seals are in grooves in the lower bearing of the shock strut. One T-type dynamic seal is in the bottom
groove. One O-ring type static seal is in the top groove. Use the spare seals to replace the active seals without a removal
of the inner cylinder of the shock strut. When you use the spare seals, you must disassemble the shock strut when the
subsequent seal replacement is necessary.
D. The backup rings are made of two parts. You can replace the backup rings without a removal of the inner cylinder of
the shock strut.

AMM 32-21-71/601

WHEEL AND BRAKE

BLEED THE HYDRAULIC

BRAKE SYS

AMM 32-41-00/201

(1) The brake hydraulic system must be bled when a hydraulic line of the brake system is opened or if a component
connected to the system is replaced. When the system is bled, the air in the brake lines or a component of the brake
system is transmitted to the reservoir by the return lines or released to the atmosphere.
(2) The quantity of time to bleed the system will be kept to a minimum if the brakes are filled and bled on the bench.
(3) There are two tests in this task: one for the Normal Brake System and one for the Alternate Brake System.

MAIN GEAR BRAKE R/I

AMM 32-41-41/401

MAIN GEAR BRAKE I/C

AMM 32-41-41/601

Tighten the bleed valve screw to 40 +/- 10 pound-inches.

Tighten the brake mounting bolts as follow:
Tighten the bolts to the first torque of 60-70 pound-feet in a criss-cross pattern.
NOTE: Tighten the bolts, not the nuts.
Tighten the bolts to the last torque of 125-135 pound-feet in a circular pattern.
Tighten the bolts OF BRAKE DISCONNECT VALVE to a torque of 72 - 82 inch-pounds.
Install the three bolts, P/N BACB30NM4HK3, and 3 washers, P/N BACW10BP4ACU.
Main gear brake leakage check with the wheel installed
With the brake pedals not applied, do a check of the brakes for fluid leaks in these locaions:
(a) Brake pistons
(b) brake housing ports
(c) inlet and drain ports
(d) bleed ports
Wear check of brake with the wheel installed
Set the parking brake and do a check for a worn brake unit.

WHEEL AND TIRES

SERVICING
PROCEDURE TO
INFLATE THE TIRE
TIRES AND WHEELS I/C

AMM 12-15-51/301

AMM 32-45-00/601

MAIN GEAR AND TIRE

R/I

AMM 32-45-11/401

NOSE GEAR AND TIRE

AMM 32-45-21/401

You must deflate the tire before you remove the wheel and tire assembly from the airplane, but, if you remove the
wheel and tire for brake maintenance only, you do not have to deflate the tire if you have the conditions that follow:
(a) The tires are not worn too much (AMM 32-45-00/601)
(b) The tires are not hot.
(c) There is no evidence of wheel damage, including cracked missing tie bolts or tie nuts, or cracks in the wheel.
This section gives procedures for the inspection and the check of the landing gear tires and the wheels while installed
on the airplane. The inspection procedures with the wheel removed are given in the applicable wheel vendor manual.
(9) Lubricate the threads with grease and install the axle nut.
(a) While you turn the wheel, tighten the axle nut to 300 pound-feet lube torque.
(b) Loosen the nut to zero torque.
(c) While you turn the wheel, tighten axle nut to 150 pound-feet in one continuous turn of the axle nut.
When you replace a nose wheel and tire assembly, you can replace the wheel and tire assembly on the other side.

Differences in the diameter between the new and worn tires can contribute vibration to the nose landing gear. You can
decrease this if you install the tires that have equal pressure, nearly the same inflated diameters, and matching supplier
part numbers.
You can not use a 737-200 wheel and tire assembly on a 737-500 airplanes.
(13) Do the steps that follow to install the axle nut:
(a) While you turn the wheel, tighten the axle nut to 80-100 pound-feet.
(b) Stop the wheel.
(c) Loosen the nut to zero torque.
(d) While you turn the wheel again, do the steps that follow:
1) Tighten the axle nut to 30 pound-feet
2) Continue tightening axle nut until two lockbolt holes in the axle nut align with threaded holes in the washer for
the outer bearing.

R/I

NOSE WHEEL STEERING SYSTEM

NOSE WHEEL STEERING

SYS. A/T

AMM 32-51-00/501

This procedure contains two tasks:

(1) The adjustment of the steering system on the nose wheel.
(2) The test of the steering system on the nose wheel.
Adjust the steering cables wheel steering system consists of rigging the nose wheel steering cables. You can adjust the
steering system to operate the steering metering valve by the steering wheel or the rudder pedal steering. In general, it is
necessary to adjust the cables when the tension values deviate from the values given in Table I more than +15/-5
pounds. You must let the cable temperatures to become stable at least 1 hour before you try to adjust and/or check the
cable tension.
(11) If you install new NWSA and NWSB cables, stretch the new cables as follows:
(a) Remove the locking clips.
1) Adjust the tension of all the segments of cables NWSA and NWSB to 85 |5 pounds at 70F ambient temperature.
2) Make sure that all the rigging pins are loose.
(b) Remove all the rigging pins.
(c) Remove the apex bolt of the torsion link.
(d) Turn the upper torsion link horizontally and operate the steering system of the nose wheel manually through 25
cycle (center-full left-full right-center).

10

LANDING GEAR POSITION INDICATING AND WARNING SYSTEM 32-60-00

L/G MECHANICAL
DOWNLOCK
INDICATION
CLEANING/ PANTING

AMM 32-61-00/701

36-PNEUMATIC SYSTEM
DESCRIPTION

PRESSURIZE
DEPRESSURIZE
PNEUMATIC SYSTEM
DEACTIVATION
PROCEDURE FOR T/R
FOR GND
MAINTENANCE
PNEUMATIC SYSTEM
DUCT LEAKAGE TEST
BLEED AIR

REMARKS

REFERENCE

AMM 36-05-00/201

This procedure contains four tasks.

1. Uses a ground air source to pressurize the pneumatic system.
2. Uses the auxiliary power unit (APU) to pressurize the pneumatic system.
3. Uses the engines to pressurize the pneumatic system.
4. Removes the pressure from the pneumatic system.

AMM 78-31-00/201

AMM
36-11-05-705-016

This procedure contains these tasks:

1. The inspection of the engine bleed air precooler for allowable crack location.

11

DISTRIBUTION SYSTEM
AND PRECOOLER
BLEED AIR

AMM 36-12-25/501

2. A test to find if the level of leakage from the engine bleed air distribution system is within acceptable limits.
3. A check for leakage from the pneumatic duct sections and valves.
A precooler with internal crack locations and leakage levels that are within acceptable limits is permitted for
continued operation.
A precooler with external crack locations that are within acceptable limits is permitted for limited operation.

12