B737NG/21/303

Pressurization

Boeing 737-600/700/800/900

Pressurization
Training manual
For training purposes only
LEVEL 3 ATA 21 page 1
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Training manual Pressurization

This publication was created by Sabena technics training department,

Brussels-Belgium, following ATA 104 specifications.

The information in this publication is furnished for informational and training

use only, and is subject to change without notice.

Sabena technics training assumes no responsibility for any errors or

inaccuracies that may appear in this publication.

No part of this publication may be reproduced, stored in a retrieval system,

or transmitted, in any form or by any means, electronic, mechanical,
photocopying, recording, or otherwise, without the prior written permission
of Sabena technics training.

Contact address for

course registrations
course schedule information

Sabena technics training

trainingservices@sabenatechnics.com

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Table of Contents

1. SYSTEM GENERAL...................................................................................6

2. CONTROL & INDICATION......................................................................10

3. System Interface..............................................................................12

4. FLIGHT PROFILE.....................................................................................14

5. COMPONENT DESCRIPTION..................................................................18
5.1. Cabin Pressure Controller (CPC)............................................................18
5.3. Positive Pressure Relief Valve.................................................................22
5.4. Negative Pressure Relief Valve...............................................................24

6. MODE OF OPERATION..........................................................................26
6.1. Auto Mode...........................................................................................26
6.2. Auto Fail...............................................................................................28
6.3. Manual Mode.......................................................................................32
6.4. Off Scheduled Descent..........................................................................34

7. ALTITUDE WARNING SYSTEM..............................................................36

7.1. Cabin Altitude Warning........................................................................38

8. EQUALIZATION VALVES - BLOWOUT PANEL........................................40

8.1. Cargo Compartment Blowout Panel. ...................................................40
8.2. Cargo Compartment Pressure Equalization Valves.................................40

9. CPC BITE.................................................................................................42
9.1. Main Menu...........................................................................................42

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List of Illustrations Abbreviations and Acronyms

AFT OUTFLOW VALVE ASSEMBLY............................................................................................ 21 ADIRU Air Data Inertial Reference Unit
ALTITUDE WARNING SYSTEM................................................................................................. 37 ALTN Alternate
AUTO FAIL.............................................................................................................................. 29
AUTO FAIL.............................................................................................................................. 31 ARINC Aeronautical Radio Incorporated
AUTO MODE.......................................................................................................................... 27 BITE Built in test equipment
CABIN ALTITUDE WARNING.................................................................................................... 39 CPC Cabin pressure Controller
CABIN PRESSURE CONTROLLER (CPC)..................................................................................... 19 DIFF PRESS Differential Pressure
CABIN PRESSURE CTL MODULE & CABIN ALTITDUDE PANEL................................................... 11
CARGO COMPARTMENT BLOWOUT PANEL / EQUALIZATION VALVES...................................... 41 E/E Electronic Equipment
COMPONENT LOCATION.......................................................................................................... 9 ESDS Electro-Static Discharge Sensitive
CPC BITE - DISPLAY TEST........................................................................................................ 49 FLT ALT Flight Altitude
CPC BITE - EXISTING FAULTS................................................................................................... 44 ISA International Standard Atmospere
CPC BITE - FAULT HISTORY..................................................................................................... 45
CPC BITE - MAIN MENU.......................................................................................................... 43 LAND ALT Landing Altitude
CPC BITE - SYSTEM STATUS MENU......................................................................................... 51 LRU Line Replaceable Unit
CPC BITE - SYSTEM TEST......................................................................................................... 47 MAN Manual
CPC BITE - SYSTEM TEST & CLEAR.......................................................................................... 53 PSEU Proximity Switch Electronics Unit
FLIGHT PROFILE....................................................................................................................... 15
MANUAL MODE..................................................................................................................... 33 PSI Pounds per Square Inch
NEGATIVE PRESSURE RELIEF VALVE......................................................................................... 25 PSID Pounds per Square Inch Differential
OFF SCHEDULED DESCENT..................................................................................................... 35 REF Reference
POSITIVE PRESSURE RELIEF VALVE........................................................................................... 23 SCHED Schedule
PRESSURIZATION....................................................................................................................... 7
PRESSURIZATION - GENERAL................................................................................................... 55 SLFPM Sea Level Feet per Minute
PRESSURIZATION - INTERFACE................................................................................................. 13 SMYD Stall Management Yaw Damper
V AC Volts Alternating Current
V DC Volts Direct Current

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1. SYSTEM GENERAL.

Purpose. The air conditioning packs force air into the airplane pressure vessel (cabin).
At high altitudes the air is too thin to sustain life. The pressurization system controls the rate at which the air flows out of the
The airplane pressurization system keeps the cabin air density adequate to cabin.
sustain life. This maintains a safe cabin pressure.

General Description.
The cabin pressure control system has these components :
- A cabin pressure control panel,
- Digital cabin pressure controllers (2),
- An aft outflow valve assembly with three drive motors,
- Wiring, connectors and power sources.
Pressurization control can be automatic or manual.
There are two digital cabin pressure controllers (CPCs).
Each CPC has its own systems interface and valve motor system.
This gives the AUTO mode of control a dual redundant architecture.
Only one CPC controls the outflow valve at any time.
At system power-up, the No.1 CPC becomes the active controller.
The system switches active control from one CPC to the other with each flight.
This keeps wear equal on the mechanical drive components of the two
systems.
The other CPC is a backup.
The active controller changes with every flight or with an autofail event.
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.
Safety relief valves protect the fuselage structure from overpressure or negative
pressure.
They are set to open and release pressure at 8.65 psid or -1.0 psid.
Automatic Pressurization Control.
In the automatic mode of operation, the system uses a redundant system of
digital pressure controllers to schedule cabin pressurization through all phases
of flight.
The active pressure controller keeps cabin altitude at a safe comfortable
pressure altitude (8,000 ft ISA maximum).
The pressure controllers are line replaceable units and incorporate standard
front face bite.
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.

The system controls the position of the outflow valve to control cabin pressure.

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PRESSURIZATION
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Component Location.
The control panel is on the right side Of the P5-6 panel.

The No. 1 cabin pressure controller (CPC) is on the E2 rack. The No. 2 CPC is
on the E4 rack.

The outflow valve is on the aft right fuselage skin, below the aft service door.

There are two safety relief valves.

One is inboard of the outflow valve.
The other is outboard of the outflow valve.

The negative pressure relief valve is on the aft right fuselage skin, forward of
the outflow valve.

The cabin altitude warning switch is on the ceiling of the forward EE

compartment.
Accesses is through the lower nose access door.

The cabin altitude warning horn is in the aural warning box.

The box is on the right side of the pilots control stand.

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COMPONENT LOCATION

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2. CONTROL & INDICATION.

Cabin Altitude Panel. Landing Altitude (LAND ALT) Indicator.

CABIN Altimeter (ALT) / Differential Pressure (DIFF PRESS) Indicator.
Inner Scale - indicates cabin altitude in feet.
Outer Scale - indicates differential pressure between cabin and ambient in psi.
CABIN Rate of CLIMB Indicator.
Indicates cabin rate of climb or descent in feet per minute.
Altitude (ALT) HORN CUTOUT Switch.
Push : - Cuts out intermittent cabin altitude warning horn,
- Altitude warning horn sounds when cabin reaches 10,000 feet
altitude.
Cabin Pressure Control Module.
AUTO FAIL Light
Illuminated (amber) - automatic pressurization system failure detected :
- Indicates altitude of intended landing field,
- Set before takeoff.
Landing Altitude Selector.
Rotate - select planned landing field altitude. (- 1,000 ft. to 14,000 ft. in 50 ft.
increments).
MANUAL Light.
Illuminated (green) - Pressurization system operating in the manual mode.
Alternate (ALTN) Light.
Illuminated (green) - Pressurization system operating in the alternate.
automatic mode : - Illumination of both ALTN and AUTO FAIL lights indicates
a single controller failure and automatic transfer to ALTN
mode,
- Pressurization mode selector in ALTN position.

- Indicates a single controller failure when ALTN light is also illuminated, Outflow VALVE Position Indicator.
- Indicates a dual controller failure when illuminated alone. - Indicates position of outflow valve,
- Operates in all modes.
OFF Schedule (SCHED) DESCENT Light. Outflow Valve Switch (spring-loaded to center).
Illuminated (amber) - airplane descended before reaching the planned cruise CLOSE - Closes outflow valve electrically with pressurization mode selector in
altitude set in the FLT ALT indicator. MAN position.
OPEN - Opens outflow valve electrically with pressurization mode selector in
Flight Altitude (FLT ALT) Indicator. MAN position.
- Indicates selected cruise altitude
- Set before takeoff. Pressurization Mode Selector.
AUTO - Pressurization system controlled automatically.
Flight Altitude Selector. ALTN - Pressurization system controlled automatically using ALTN controller.
Rotate - set planned cruise altitude.(- 1,000 ft. to 42,000 ft. in 500 ft. MAN - pressurization system controlled manually by outflow valve switch
increments). both auto controllers bypassed.
Cabin /Flight Altitude (CAB ALT) (FLT ALT) Placard.
Used to determine setting for cabin altitude when operating in manual mode.

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SYSTEM
STATUS
LIGHTS

CABIN
ALTITUDE CABIN
PANEL (A) (A) (G) (G)
PRESSURE
CONTROL
MODULE

CABIN PRESSURE CONTROL MODULE (P5-6)

CABIN PRESSURE CTL MODULE & CABIN ALTITDUDE PANEL

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3. System Interface.

Electric Power. Out flow Valve Interface.

The system gets triple redundant 28V DC power from these sources : The outflow valve has three motors :

- Battery bus, - Two AUTO mode motors with control electronics boxes,
- DC bus 1, - One MANUAL mode motor with no electronics box.
- DC bus 2.
The CPCs use data buses to interface with the drive electronic boxes on the
Data Input Interface. valve.
The flight crew makes these inputs to the cabin pressure control panel : The electronics boxes drive the automatic mode motors.
Altitude switches on each drive electronic box will override CPC signals and
- Pressurization mode, close the outflow valve if cabin altitude pressure is 14,500 feet.
- Right altitude, This function will not effect manual mode operation of the outflow valve.
- Landing altitude.
In manual mode, the pilot uses the control module toggle switch to operate
A sensor on each CPCs senses pressure in the cabin. the outflow valve.
The manual valve motor has no control electronics box, and no pressure
Each CPC gets air data from both the air data inertial reference units (ADIRUs). switch.

Each CPC gets engine speed data from both the stall management and yaw The outflow valve gives position feedback to :
damper computers (SMYDCs).
- The two CPCs,
Each CPC gets air/ground logic from the proximity switch electronics unit - The P5 overhead panel.
(PSEU).
Training Information Point.
Each CPC uses position feedback from valves that effect the pressurization The cabin pressure control module has integrated circuit electronics.
system : It is an electro-static discharge sensitive (ESDS) device.
Use proper care when you handle it.
- Left pack valve, Flush operations of the vacuum toilet system can cause the cabin rate of climb
- Right pack valve, indicator to momentarily show a high rate of climb indication.
- Overboard exhaust valve. This is normal.

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28 vdc

48 vdc

28vdc

PRESSURIZATION - INTERFACE

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4. FLIGHT PROFILE.

Ground. altitude of 18,500 feet or less.

When all these conditions occur, the system is in the ground phase: For flights with a flight altitude above 18,500 feet, the cabin altitude will
uncrease to a pressure differential that airplane is within a safe limit.
* Air/ground system shows that the left and right landing gear are on the
ground These are the pressure schedules:
* N1 on both engines is less than 50% for at least 1.5 seconds (or
engines are off)
* N2 on both engines is less than 84% for at least 1.5 seconds (or
engines are off).Takeoff.

These changes cause the takeoff phase to start :

- N1 on both engines increases to more than 60% for at least

1.5 seconds,
- N2 on both engines increases to more than 89% for at least
1.5 seconds.

In the takeoff phase, the system pressurizes the cabin to 0.1 psid below
field elevation. This prevents the uncomfortable pressure bump (momentary
pressure increase) at airplane rotation. The cabin pressurization rate of change
during the takeoff phase is 350 slfpm.

Climb.
When the air/ground system indicates that the left and right landing gear are
in the air, the climb phase starts. The maximum cabin pressurization rate of
change for depressurization is 600 slfpm. (750 slfpm)

Cruise.
When the airplane external pressure decreases to within 0.25 psi of the FLT
ALT selection (cruise altitude), the cruise phase starts.
In the cruise phase, the system maintains a constant cabin altitude.
The cabin altitude will be the landing field elevation for flights with a flight

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FLT ALT SCHEDULE

SEA LEVEL TO 18500.............................LANDING FIELD ELEVATION
18500 TO 28000......................................7,45 psid
28000 TO 37000......................................7,80 psid
37000 AND ABOVE................................. 8,35 psid

FLIGHT PROFILE

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Note : Deviations from flight altitude may cause the pressure to go as high When the cabin pressure is the same as the local ambient pressure, the
as 8.45 psid to maintain a constant cabin altitude. outflow valve opens.

The maximum cabin altitude for most flights is 8,000 feet.

When the landing field elevation is more than 8,000feet and the flight length
is less than 60 minutes, this occurs :

- Flight crew enters the actual landing field elevation prior to departure
- During the cruise phase, the cabin altitude is the landing field elevation.

When the landing field elevation is more than 8,000 feet and the flight length
is more than 60 minutes, this occurs :

- Flight crew enters 6,000 feet for the landing field elevation prior to
departure.
- During the cruise phase, the cabin altitude is per the pressure schedule.
- Twenty minutes prior to landing the flight crew enters the actual
landing field elevation.
- The cabin altitude then climbs to the actual landing field elevation.

Note : When the cabin altitude increases to more than 10,000 feet, the
cabin altitude warning alarm will sound. You can push the ALT HORN
CUTOUT switch to deactivate the alarm.

Descent.
When the airplane external pressure increases to 0.25 psi more than the FLT
ALT selection, the descent phase start.
The maximum cabin pressurization rate of change for pressurization is 350
slfpm. (500, 750 on some A/Cs). The system will pressurize the cabin to 0.15
psid below the LAND ALT selection (landing field elevation). The 0.15 psid
pressurization prevents pressure bumps from occurring during landing.

Landing.
When the airplane lands and the requirements for the ground phase are met,
the system depressurizes the cabin at a rate of 500 slfpm.

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THIS PAGE IS INTENTIONALLY LEFT BLANK

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5. COMPONENT DESCRIPTION.

5.1. Cabin Pressure Controller (CPC). General Description.

There are two cabin pressure controllers.
Purpose. The two controllers are identical and interchangeable.
The cabin pressure controllers (CPCs) have these functions : The controllers use digital circuitry.

- Control cabin pressure when the system is in the AUTO or ALTN mode
of operation,
- Perform system BITE (start-up, continuous, and initiated tests).
Location.
The two pressure controllers are in the EE compartment.
The No.1 CPC is on the E2-2 rack.
The No. 2 CPC is on the E4-1 rack.
Physical Description.
Each controller has a pressure sensor on its face.
Each controller has a standard BITE module on its face.
Refer to the adjustment/test section of the maintenance manual or to the BITE
manual for the cabin pressure controller BITE instructions.
ARINC 429 interrogation ports are behind the BITE instruction plates.
They allow interface during system operation for real time onboard
troubleshooting.
The controllers are part of a dual redundant system.
They are active when the system operates in the AUTO or ALTN modes.
Only one controller operates the outflow valve at any given time.
The other controller acts as a backup.
The controllers have pin selectable control functions.
This optimizes the system for specific mission profiles.
Training Information Point.
The cabin pressure controllers are electrostatic discharge sensitive (ESDS)
devices.
Use ESDS safe practices when you handle the units.
ADIRU
PSEU
SMYD
FMC

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EXISTING FAULTS

FAULT HISTORY

GROUND TEST

SYSTEM STATUS

SYSTEM TEST
AND CLEAR

CABIN PRESSURE CONTROLLER (CPC)

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5.2. AFT Outflow Valve Assembly. The valve position transducer also sends signals to the two cabin pressure
controllers.
Purpose. This gives the controllers valve position feedback for automatic and alternate
The aft outflow valve controls the air flow out of the airplane fuselage. modes of operation.

Location. Training Information Point.

The valve is on the lower right fuselage below the aft service door. The valve mounting lug fittings let you remove and install the assembly from
outside the airplane.
Physical Description
The outflow valve has these parts:

* Two valve gates

* Actuator assembly and linkage
* Position transducer
booste 28vdc to 48vdc
* Two automatic mode motors and one manual mode motor
booster in panel P5
* Two electronic actuators.

Functional Description
The valve is a thrust recovery, double gate type valve. The valve has two 28v dc
motors and one 48v dc motor. Only one motor drives the valve at a time. All
three motors use the same actuator mechanism.

Each electronic drive box on the valve has a fail safe aneroid switch.
The switch causes the valve to go fully closed if the cabin pressure altitude
reaches 14,500 ft.
This function overrides normal automatic control only, it will not defeat
manual operations of the valve.

A position transducer on the valve assembly provides a signal to the P5 valve

position indicator during all modes of operation.

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AFT OUTFLOW VALVE ASSEMBLY

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5.3. Positive Pressure Relief Valve. Training Information Point.

Make sure you install the positive pressure relief valve and gasket correctly
Purpose. during installation.
The positive pressure relief valves prevent over pressure damage to airplane Incorrect installation can block sense ports for the valve servo mechanism.
structure.
Keep the servo mechanisms dry.
Location. Moisture in the mechanism can freeze and prevent valve operation.
There are two positive pressure relief valves.
They are on the lower, aft airplane fuselage.
One valve is on each side of the aft outflow valve.

General Description.
The positive pressure relief valves are fail safe devices that bleed fuselage
pressure overboard if the aft outflow valve fails closed.

The positive pressure relief valves are mechanical devices and operate
independently.
They do not interface with other airplane pressurization systems and require
no crew action.

The positive pressure relief valves are pneumatically actuated by cabin-to-

ambient pressure differential. They control pressure to a nominal 8,95 psi more s'ouvre quand delta P great then 8.5 psi elle s'ouvre
than the ambient.
When the differential pressure is too high, the valve opens.
The open valve lets air out of the airplane.
This relieves the cabin pressure.
When cabin-to-ambient pressures are safe, the valve closes.

The positive pressure relief valves have filters.

The filters clean the air used in the valves internal servo and actuating
mechanisms.
They attach to pedestals with gaskets and flange clamps.

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POSITIVE PRESSURE RELIEF VALVE

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5.4. Negative Pressure Relief Valve.

Purpose.
The negative pressure relief valve prevents negative differential pressure
(vacuum pressure) damage to the airplane structure.
This can prevent structure damage during a rapid descent.

Location.
The negative pressure relief valve is on the lower aft fuselage, on the left side,
near the aft service door.

You access the valve from the aft cargo compartment.

General Description.
The negative pressure relief valve is a mechanical device and operates
independently.
It does not interface with other airplane pressurization systems and requires no
crew action.

The negative pressure relief valve is a flapper type valve.

The valve hinges on its top edge and opens inward.
A spring on its hinge pin holds the valve closed.

Negative differential cabin-to-ambient pressure opens the valve.

The valve opens when pressure outside of the airplane is 1.0 psi more than the
pressure inside of the airplane (-1.Opsid).

A stand pipe can be attached to the relief valve assembly.

The stand pipe keeps water out of the airplane during ditching.
Water enters the valve until the weight of the water column in the stand pipe
closes the valve.

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NEGATIVE PRESSURE RELIEF VALVE

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6. MODE OF OPERATION.

6.1. Auto Mode. The CPCs use data from these systems to determine flight phase :

Purpose. - Both air data inertial reference units (ADIRUs),

The automatic (AUTO) mode of the pressurization control system keeps the - Both stall management and yaw damper computers (SMYDCs),
airplane pressurized for all phases of the flight. - The proximity switch electronics unit (PSEU).

Functional Description. The CPC determines a target cabin pressure in response to :

The AUTO mode circuitry has these parts :
- Redundant 28v dc power sources,
- Cabin pressure control module (P5-6),
- Two digital cabin pressure control (CPCs) units,
- Two AUTO mode dc motors with drive electronics boxes on the aft
outflow valve assembly,
- Circuit wiring and connectors.
When the control module mode selector is in the AUTO position, it sets the
pressurization control system to automatic operation.
- P5-6 control module inputs,
- Flight phase.
The CPC compares the target pressure to the pressure at its sense port.
If a difference exists the CPC sends an open or close command to its drive
electronics box on the aft outflow valve assembly.
The drive electronics box operates its valve motor.
The motor moves the outflow valve through a mechanical drive train.
In this way, the active controller modulates the aft outflow valve to control
cabin pressure and rate of pressure change.

The automatic control system has a dual redundant architecture.
The two CPCs are identical and interchangeable.
Rack pin connections identify the controllers as CPC No. 1 and CPC No. 2 to
the system.
Only one CPC controls the outflow valve at any time.
The other CPC is a backup.
Outflow valve position feedback to the CPC verifies proper valve operation
(closed loop feedback).
The air conditioning pack valves and the overboard exhaust valves give
position feedback to the CPC.
This biases the CPC response algorithms.
Both controllers run continuous BITE tests.
If the active CPC system becomes inoperative, the other CPC system
automatically takes control (ALTN mode).

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AUTO MODE
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6.2. Auto Fail. The ALTN light gives indication that the backup system is active.
The AUTO FAIL light goes off when you select the ALTN position on the mode
Purpose. selector.
The amber AUTO FAIL light gives the flight crew indication that one or both
auto channels is inoperative. Dual Channel Failure.
These are the indications when both CPC systems fail :
General Description.
The automatic pressurization control system has a dual redundant - The AUTO FAIL and master caution lights come on,
architecture. One digital cabin pressure controller (CPC) is active and maintains - The FLT ALT and LAND ALT displays show five dashes (-----).
pressurization control. The other CPC is a backup.
If the active CPC channel fails, the system transfers pressurization control to If both CPCs fail, the ALT light does not come on.
the backup (alternate) CPC. This indicates that the system cannot transfer control to an operative
automatic controller.
The two CPCs automatically run start-up and continuous BITE tests.
These tests check both systems to the LRU level. When the active CPC BITE If both automatic channels fail, you must use the MANUAL mode of
detects a fault or failure, it transfers active control to the backup CPC. pressurization control. The auto fail function does not transfer pressurization
control to the manual system.
These things cause the auto fail function : You must select MANUAL on the pressurization mode selector.
When you select MANUAL these things happen :
- Power loss,
- Cabin altitude rate of change is too high (>2,000 slfpm), - Pressurization control transfers to the MANUAL system,
- Cabin altitude is too high (>15,800 ft), - The two CPC systems are disabled,
- Wiring failures, - The P5-6 AUTO FAIL light goes out,
- Outflow valve component failures, - The P5-6 MANUAL light comes on.
- CPC failures.
- Cabin differential pressure is too high (>8,75 psi). Training Information Point.
This table shows you how to find the status of the automatic system by the
Single Channel Failure. indication lights and select switch position.
The system automatically transfers pressurization control to the backup
controller if the active controller fails. MODE SELECT SWITCH AUTO FAIL LIGHT ALTN LIGHT STATUS

If the system is in the AUTO mode when an auto fail event occurs, AUTO OFF OFF FULL UP SYSTEM/NONE
these lights come on : AUTO ON ON ONE AUTO FAIL

AUTO ON OFF DUAL AUTO FAIL

- The amber AUTO FAIL light, ALTN OFF ON ONE AUTO FAIL
- The Master Caution and AIR COND annunciator lights ALTN ON OFF DUAL AUTO FAIL
- The green ALTN light.

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schecudle
quand le pilote(debut de vol)
monte en cruse ,il annule son
vol,les donner de flt alt+land
alt est annuler
cpc control

AUTO FAIL

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AUTO FAIL

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6.3. Manual Mode. The position transducer on the aft outflow valve assembly gives valve position
feedback to the control module outflow valve position indicator.
Purpose.
The manual control mode gives the flight crew direct control of the outflow You can use the instruments on the P5-16 cabin altitude panel for reference
valve. during manual operation of the pressurization system :

General Description. - The pressure limitation placard,

The MANUAL mode has these parts :
- 28V DC bat bus power source,
- Cabin pressure control module (P5-6),
- MANUAL mode DC motor on the aft outflow valve assembly,
- Circuit wiring and connectors.
When the control module mode selector is in the MANUAL position,
it configures the pressurization control system for manual operation.
These things happen :
- The automatic control systems are disarmed,
- The control module outflow valve switch arms,
- The MANUAL system indication light comes on.
- The cabin/flight altitude conversion placard,
- The cabin altitude and differential pressure indicator,
- The cabin rate of climb indicator.
Training Information Point.
You can do a check of the valve operation with the manual mode of valve
operation.
WARNING : OUTFLOW VALVE IS MOTOR OPERATED.
DO NOT INSERT HAND OR TOOLS IN OUTLET DURING ANY
GROUND OPERATION OR INJURY TO PERSONS CAN OCCUR

The aft outflow valve switch is a three position toggle switch.

These are the three positions :

- CLOSE,
- Neutral,
- OPEN.

The switch is spring loaded to the neutral position.

Signals from the control module outflow valve switch go directly to the
manual motor on the aft outflow valve assembly.
When the switch is in the CLOSE position, the motor closes the valve.
When the switch is in the OPEN position, the motor opens the valve.

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MANUAL MODE

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6.4. Off Scheduled Descent.
General Description.
If it is necessary to land immediately after takeoff, the pressurization control
system automatically programs the pressurization system for landing.
The off schedule descent (OFF SCHED DESCENT) indication is part of this
feature.
The light tells you that the system will control cabin pressure for a return to
the takeoff field.
The off schedule descent feature only works in the AUTO and ALTN modes.
It is not a feature of the MANUAL mode.
If the airplane aborts its mission, and diverts to an field other than the
take-off field, the flight crew must reset the pressure controller :
- Select FLT ALT to 200 feet less than airplane altitude Might cruise
altitude capture),
- Set the landing altitude in the LND ALT window on the selector panel to
the landing field elevation.
The pressure control system cancels the off schedule descent feature for the
flight when the airplane reaches the FLT ALT set on the P5-6 control module.

An off schedule descent begins when the airplane starts to descend off
schedule (before it reaches cruise altitude).

Functional Description.
If the airplane begins a descent before it reaches the FLT ALT selected on the
control module, these things happen :

- The OFF SCHED DESCENT light comes on,

- MASTER CAUTION and AIR COND annunciator lights come ON,
- The pressurization control system automatically schedules the cabin
pressure for return to takeoff field.

The OFF SCHED DESCENT light will go out if these conditions occur :

- The airplane begins to climb again,

- The FLT ALT is reset to the current altitude,
- The pilot selects manual (MAN) mode,
- The airplane lands.

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OFF SCHEDULE
DESCENT LIGHT (A)

P5-6 PANEL

OFF SCHEDULED DESCENT

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7. ALTITUDE WARNING SYSTEM.

Purpose. Warning System.

The cabin pressure indication and altitude warning system does these things: The aural signal is an intermittent beep.

- Shows cabin pressure altitude, The cabin altitude warning switch is an aneroid type switch.
- Shows cabin-to-ambient differential pressure,
- Shows cabin rate of climb, When the cabin altitude gets to 10,000 ft above mean sea level, the pressure
- Gives the crew an aural signal (with cutout) when cabin pressure warning switch closes.
altitude is 10,000 feet or higher. This energizes the warning circuit and causes the intermittent warning horn to
sound.
Location.
These components are on the cabin altitude panel (P517) : The cutout push-button switch lets the crew deactivate the warning alarm
until the next high cabin altitude event.
- Pressure indicators,
- Warning circuits,
- Cutout switch.

The pressure switch is on the ceiling of the lower nose compartment.

The warning horn is in the aural warning box on the control stand.

Pressure Indication.
The cabin altimeter/differential pressure indicator shows these things :

- Cabin pressure altitude (short needle and inner scale),

- Cabin-to-ambient differential pressure (Long needle and outer scale).

The cabin rate of climb indicator shows the rate of change in cabin pressure
altitude.

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CABIN ALTITUDE/
DIFFERENTIAL PRESSURE
INDICATOR

WARNING HORN
CUTOUT SWITCH

CABIN RATE
OF CLIMB
INDICATOR

CABIN ALTITUDE PANEL (P5-16)

ALTITUDE WARNING SYSTEM

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7.1. Cabin Altitude Warning.

Purpose.
The cabin altitude warning system warns the flight crew before cabin pressure
altitude becomes unsafe.

Operation.
The cabin altitude pressure switch is a normally open contact aneroid type
switch.
The switch will close if the cabin pressure altitude is 10,000 feet or higher.

When the switch closes, these things happen :

- The switch grounds the horn circuit, which energizes the system,
- The aural warning module makes an intermittent beep alarm.

When you press the HORN CUTOUT switch on the P-5 panel, these things
happen :

- The K1 relay energizes through the closed pressure switch,

- When K1 energizes the aural warning circuit OPENS and removes the
ground signal to the aural warning modute,
- The horn circuit loses power and the horn goes off,
- K1 latches itself through the pressure switch.

When the cabin altitude descends below 10,000 feet., the pressure warning
switch opens, and these things happen :

- K1 de-energizes,
- The warning circuit is reset for the next event.

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10 000 ft

CABIN ALTITUDE WARNING

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8. EQUALIZATION VALVES - BLOWOUT PANEL.

8.1. Cargo Compartment Blowout Panel. 8.2. Cargo Compartment Pressure Equalization
Valves.
Purpose.
The cargo compartment blowout panels prevent damage to the airplane Purpose.
structure during sudden decompression. The cargo compartment pressure equalization valves let the pressures in the
cargo compartments change.
Location.
The cargo compartment blowout panels are in these places : Physical Description.
The cargo compartment pressure equalization valve has two swing check
- Cargo compartment ceilings, valves spring-loaded to the closed position.
- Cargo compartment bulkheads.
One valve hinges away from the cargo compartment and the other hinges to
Functional Description. the cargo compartment.
During rapid decompression, differential pressure pushes the panels out of
their frames. Location.
When the panels push out of their frames, the pressures in the upper and The forward cargo compartment has a pressure equalization valve on the aft
lower fuselage lobes equalize quickly. bulkhead.
This equalization of pressure prevents damage to the airplane structure.
The aft cargo compartment has a pressure equalization valve on the forward
Adifferential pressure of 1.0 psid will push the blowout panel out of the portion of the vacuum waste bulkhead.
frame.
Training Information Point.
The blowout panels on the cargo compartment bulkheads have grates. The cargo compartments are tightly sealed by a fire resistant liner.
The grates do not let baggage hit the blowout panels. The liner isolates the cargo compartments from the airplane air conditioning
system.
Training Information Point. This is necessary for fire protection.
If the aft cargo door does not open from the outside, you can use the aft
ceiling blowout panel to get access from the passenger compartment. The pressure equalization valves isolate the cargo compartments from active
If the forward cargo door does not open from the outside, you can use an air conditioning, but let cargo compartment pressures change.
access panel to get access from the passenger compartment.

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elle s'ouvre quand probleme

de presion

FIM si ils sont ouvert voir

CPC Bite

CARGO COMPARTMENT BLOWOUT PANEL / EQUALIZATION VALVES

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9. CPC BITE.

9.1. Main Menu. There are these two types of faults :

A BITE module is on the front face of each cabin pressure controller.
The BITE does checks of hardware and software.
These selections are available when you push the MENU button and then the
UP and DOWN arrows :
EXISTING FAULTS shows faults that are present.
From the main menu EXISTING FAULTS, there are faults and fault details.
FAULT HISTORY shows previous faults.
From the main menu FAULT HISTORY, there are faults and fault details.
GROUND TEST has these two submenus :
- DISPLAY TEST does a test of the LED display.
- SYSTEM TEST does a test of the cabin pressurization system.
- Previous faults
- Existing faults.
If there is an existing fault, the cabin pressure controller shows FAULT on the
front panel display.
If there are only existing faults, the display shows nn EXIST FAULTS for two
seconds. Then the display shows EXISTING FAULTS.
If there are only previous faults, the display shows nn PREV FAULTS for two
seconds. Then the display shows FAULT HISTORY.
If there are existing and previous faults, the display shows nn EXIST FAULTS
and nn PREV FAULTS for two seconds each.
Then the display shows EXISTING FAULTS.

SYSTEM STATUS has these two submenus : EXISTING FAULTS and FAULT HISTORY show faults. Each fault has fault details.
For more information on faults and fault details, use the Fault Isolation
PRESENT STATUS shows the current inputs to the cabin pressure controllers. Manual.

SYSTEM CONFIG shows the system configuration.

The SYSTEM TEST & CLEAR main menu selection prepares the controller for
a system test and clears the FAULT HISTORY.

Training Information Point.

When you push the ON/OFF button, the controller makes sure that the
airplane is in the ground mode.
If the airplane is not in the ground mode, A/P NOT IN GND shows for two
seconds.
Then BITE ABORTED shows for two seconds.

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CPC BITE - MAIN MENU

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EXISTING FAULTS.
EXISTING FAULTS shows faults that are present.
From the main menu EXISTING FAULTS, there are faults and fault details. Faults
are maintenance messages of the primary problem. For more information of a
fault, there are fault details.

From the EXISTING FAULTS menu, push the YES button.

If there are no faults, the display shows NO FAULTS.
To go back to the main menu, push the MENU button.

If there is a fault or faults, the first fault shows on the display.

To see the next fault, push the NO or DOWN arrow button.
If there are no more faults, the display shows BOTTOM OF LIST for 2 seconds.

To see the fault details for one of the faults, push the YES button.
Then the display shows the fault details for that fault.
If you push the NO or DOWN arrow button, the display shows the next fault
detail for the same fault.
If there are no more fault details, the display shows BOTTOM OF LIST for 2
seconds.

CPC BITE - EXISTING FAULTS

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FAULT HISTORY.
FAULT HISTORY shows previous faults that are in the memory and have not
been cleared.

From the FAULT HISTORY menu, push the YES button.

If there are no faults, the display shows NO FAULT HISTORY.
To go back to the main menu, push the MENU button.

If there are faults, the display shows FLIGHT 00.

To show the next flight leg, push the NO or DOWN arrow button.
Then the display shows the next flight leg.
If there are no more flight legs in memory, the display shows BOTTOM OF LIST
for 2 seconds.
The controller can have up to 10 flight legs in memory.

Each flight leg can have faults and fault details.

To show a fault for a flight leg, push the YES button.
The display shows the fault.
If you push the NO or DOWN arrow button, the display shows the next fault.
If there are no more faults, the display shows BOTTOM OF LIST for 2 seconds.

To show fault details for each fault, push the YES button.
If you want to see more fault details you push the NO or DOWN arrow button.
If there are no more fault details, the display shows BOTTOM OF LIST for 2
seconds.

CPC BITE - FAULT HISTORY

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SYSTEM TEST. If there is a fault during TESTING, the display shows nn EXIST FAULTS for 2
SYSTEM TEST does a test of the cabin pressurization system. seconds.
Then the display shows EXISTING FAULTS menu.
From the GROUND TEST menu, push the YES button.
The display shows DISPLAY TEST. If you push the menu button at any time during the system test, the display
If you push the NO or DOWN arrow button, the display shows SYSTEM TEST. shows SYSTEM TEST.
When you push the YES button, the controller does a check to find if the
system is in auto mode. Training Information Point.
If the system is not in auto mode, the display shows SYS IN MANUAL for two The acronym DADC refers to air data inertial reference unit.
seconds. The acronym SIVIC refers to the stall management yaw damper computer.
Then the display shows SELECT AUTO.

If you push the YES button when the system is in auto mode, the controller
does a check to find if the other controller is in BITE.
If the other controller is in BITE, the display shows these things :

- BOTH SYS IN IBIT for two seconds

- IBIT ABORTED for two seconds
- SYSTEM TEST.

If the other controller is not in BITE, questions appear in sequence.

For each of these questions, it is necessary to push the YES or NO button.
If you push the YES button after each question, the display shows the next
question.
If you push the YES button after the last question, the display shows TESTING.
Each of the 8 lower digits come on for 12 seconds, one digit at a time.
This takes approximately 100 seconds.

If there is no fault while in test, the display shows SYSTEM OK Then the
display shows SYSTEM TEST AND CLEAR?.
If you push the YES button, all faults clear from fault history. If you push the
NO button, the display shows SYSTEM TEST.

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CPC BITE - SYSTEM TEST

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DISPLAY TEST.
DISPLAY TEST does a test of all 16 digits of the LED display.

From the GROUND TEST menu, push the YES button.

The display shows DISPLAY TEST.
If you push the YES button, the test starts.
Then four digits at a time turn on for 2.5 seconds.
After the test is complete, the display shows DISPLAY TEST.

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CPC BITE - DISPLAY TEST

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SYSTEM STATUS. Training Information Point.

SYSTEM STATUS has these two-sub menus : Cargo heat valve refers to the OEV in equipment cooling. (See 21-27-00)

PRESENT STATUS. System Configuration.

PRESENT STATUS shows system parameters.
From the SYSTEM STATUS menu, push the YES button.
Then the display shows PRESENT STATUS.
If you push the YES button, the display shows the first system parameter.
To see more parameters, push the NO or the DOWN arrow button.
If there are no more parameters, the display shows BOTTOM OF LIST for 2
seconds.

This table shows each parameter and what they mean.

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CPC BITE - SYSTEM STATUS MENU

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System Test & Clear. Training Information Point.

SYSTEM TEST AND CLEAR prepares the controller for a system test and to The acronym DADC refers to the air data inertial reference unit.
automatically clear the fault history. The acronym SMC refers to the stall management yaw dampener computer.

When you push the YES button, the controller does a check to find if the
system is in the auto mode.
If the system is not in auto mode, the display shows SYS IN MANUAL for two
seconds.
Then the display shows SELECT AUTO.

If you push the YES button when the system is in the auto mode,
the controller does a check to find if the other controller is in BITE.
If the other controller is in BITE, the display shows these things :

- BOTH SYS IN IBIT for two seconds,

- IBIT ABORTED for two seconds,
- SYS TEST AND CLR.

For each of these questions, you must push the YES or NO button.
If you push the YES button after each question, the display shows the next
question.
If you push the YES button after the last question, the display shows TESTING.
Each of the 8 lower digits come on for 12 seconds, one digit at a time.
This takes approximately 100 seconds.

If there is no fault while in test, the display shows SYSTEM OK for 2 seconds.
Then the display shows SYS TEST AND CLR.

If there is a fault during TESTING, the display shows nn EXIST FAULTS for 2
seconds.
Then the display shows EXISTING FAULTS menu.

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CPC BITE - SYSTEM TEST & CLEAR

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Equipment Cooling

page 55

Rev : 2.2
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BAT BUS
PRESS AURAL
(P6) WARN.
WARN
CUTOUT M315
SWITCH
Training manual

(P5)
K1
PRESS
10000FT SWITCH
POSITIEVE
PRESS RELIEF VALVE
AUTOMATIC CHANGE - OVER
- 70 SEC AFTER LDN
- CPC FAIL (CRITICAL DATA MISSING)
- PWR LOSS (60 SEC)
- OUTFLOW VALVE FAIL
- WIRING FAILURES
- RATE > 2000 FT/MIN
- CAB ALT > 15800 FT

EFFECTIVITY
PRESS SWITCH WILL CLOSE THE
OUTFLOW VALVE WHEN ALT >14500 FT

ALL
PRESSURIZATION - GENERAL TM 737,6-7&800 21 103 55 LVL 1