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 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.
 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, 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:
 (1)  
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.

 (2)  
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.

 (3)  
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).

 (4)  
PROCEDURE 4: Smoke or Fumes in the Passenger Cabin or Flight Compartment - Stops with Recirculation Fan Off.

 2.  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.
 A.  General:
 (1)  Make sure the fault report shows the smoke or fumes were stopped with the isolation valve closed, the right pack switch off, and the recirculation fan off. This means that the No. 1 engine, the pneumatic air supply from the No. 1 engine, thw APU pneumatic air supply , the left pack, and the related air distribution ducts were not the source of the smoke and fumes.
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BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
A
737-300/400/500MAINTENANCE MANUAL
 (2)  The Fault Isolation procedure below tells you how to find the cause of smoke in the No. 2 engine, the pneumatic air supply from the No. 2 engine, the right pack, the recirculation system,and the related air distribution ducts.
 B. Possible Causes:
 (1)  
Contamination in the Engine No. 2 pneumatic system.

 (2)  
Hydraulic Fluid Leakage.

 (3)  
Contamination in the air distribution system.

 (4)  
Overheating of the recirculation fan.

 C. Fault Isolation Procedure:
 (1)  
Do these checks of the air recirculation system:

 (a)  
Remove the Recirculation Fan Filter (AMM 21-21-23/401).

 (b)  
Examine the air recirculation filter to see if it is necessary to replace it. If replacement is necessary, install a new air recirculation filter (AMM 21-21-23/401).

 (c)  
Do an Operational Test of the Recirculation Fan System (AMM 21-21-22/501) to see if the air recirculation fan or the related wiring generates smoke while it operates.

 (d)  
If there is smoke from the air recirculation fan or the related wiring, then do the applicable steps below: 1) Replace the air recirculation fan. These are the tasks:

 Recirculation Fan Removal (AMM 21-21-22/401) Recirculation Fan Installation (AMM 21-21-22/401) 2) Repair the applicable wiring.

 (e)  
Do the Repair Confirmation at the end of this task.

 (f)  
If no smoke or fumes come from the air recirculation fan or the related wiring, and the operational test is satisfactory, then continue.

 

 (2)  
Do these checks for contamination in the Engine No. 2 pneumatic system:

 (a)  
Do an External Oil System Inspection (AMM 79-00-00/601), and look for leakage of oil external to Engine No. 2.

 (b)  
Do an Engine Vents and Drains Inspection (AMM 71-71-00/601), and look for indications of leakage of oil, hydraulic fluid, or fuel in Engine No. 2.
　
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