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Illustrated technical information covering Vol 2 Over 800 multi-choice systems questions Study notes and technical information Close up photos of internal and external components A compilation of links to major 737 news stories with a downloadable archive Illustrated history and description of all variants of 737 Detailed tech specs of every series of 737 Databases and reports of all the major 737 accidents & incidents General flightdeck views of each generation of 737's Description & news reports of Advanced Blended Winglets Press reports of orders and deliveries A collection of my favourite photographs that I have taken of or from the 737 Details about 737 production methods A compilation of links to other sites with useful 737 content Get the book of the website A quick concise overview of the pages on this site



OK so you have seen the EQUIP caption & know roughly where the hatch is, but you are still curious to see what is inside. If you are going to attempt a peek in here away from this site then I recommend that you get an engineer to show you how to open, and more importantly, close the hatch, it is not straightforward.

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*** Updated 16 Sep 2016 ***

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The only action that may require aircrew to be in the E & E bay is an APU overspeed reset, the procedure for which is contained in the Aircrew Servicing Manual (if your company has one). The bottom two photographs show the location of the APU control unit, although it will be labeled in the bay.

The battery is also located in the E&E bay. It sits on the external DC power receptacle which is used to start the APU if the battery voltage is insufficient. Note this is not fitted to the NGs because if the battery voltage is that low it must be replaced.

Click on the photos to enlarge and find out what lurks behind this hatch.



APU Control Unit

Hatch Release Latch



Battery & External DC recepticle

Fwd Equip Bay



For a location chart of all of the E & E bay components see the book.

Fluid Ingress

On 22 October 1995, G-BGJI, a 737-200Adv experienced undemanded yaw & roll oscillations during an air test. This was put down to fluid from the cabin leaking into the E & E bay and onto the yaw damper coupler. The report stated:

"The location of the Electronic and Equipment (E&E) Bay, beneath the cabin floor in the area of the aircraft doors, galleys and toilets made it vulnerable to fluid ingress from a variety of sources."

Only the E1 rack is vulnerable to fluid ingress because it is directly below the forward entry door, the other racks are much further aft. For protection the classics have a carpet over the E1 rack and the NG's have drip trays over all racks. The time to be careful is when the forward doors are open on a turnaround with heavy rain coming in.

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