B737-NG-ALL-21/302

Pressurization

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Level 3

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Boeing 737-600/700/800/900

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PRESSURIZATION
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ATA 21
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Training Manual
Aug 2019
TAT GROUP For training purpose only Rev 0.0
 Training Manual

This publication was created by Sabena technics training department,

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following ATA 104 specifications.

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The information in this publication is furnished for informational and
training use only, and is subject to change without notice.

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Sabena technics training assumes no responsibility for any errors or

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inaccuracies that may appear in this publication.

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No part of this publication may be reproduced, stored in a retrieval system,
or transmitted, in any form or by any means, electronic, mechanical,

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photocopying, recording, or otherwise, without the prior written permission

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of Sabena technics training.

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Contact address for

course registrations
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course schedule information

Sabena technics training
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training@sabenatechnics.com
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Table of contents

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SUBJECT PAGE SUBJECT PAGE

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PRESSURIZATION CONTROL 7 33
AUTO MODE FLIGHT PROFILE – OPERATION 9

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COMPONENT LOCATION 12 35
INTERFACE 14

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CABIN ALT MODULE AND PRESSURE CONTROL PANEL 16
CABIN PRESSURE CONTROLLER 20

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CPC - BITE - MAIN MENU 22
• GROUND TESTS -SYSTEM TEST 28

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AFT OUTFLOW VALVE 37
AUTO MODE 39

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AUTO FAIL 41
MANUAL MODE 45

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• FUNCTIONAL DESCRIPTION 47
OFF SCHED DESCENT LIGHT 49

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SAFETY AND WARNING DEVICES 51
POSITIVE PRESSURE RELIEF VALVES 53
NEGATIVE PRESSURE RELIEF VALVE 55

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CARGO COMPARTMENT BLOWOUT PANEL 57

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PRESSURE EQUALIZATION VALVE 59
CABIN ALTITUDE LIGHTS
CABIN ALTITUDE WARNING SWITCH l r be 61
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INTENTIONALLY LEFT BLANK

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Table of illustrations

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ILLUSTRATION NAME PAGE ILLUSTRATION NAME PAGE

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PRESSURIZATION CONTROL – INTRODUCTION 8
AUTO MODE FLIGHT PROFILE – OPERATION 11

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COMPONENT LOCATION 13
PRESSURIZATION CONTROL – INTERFACE 15

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CABIN ALT MODULE AND PRESSURE CONTROL PANEL 17-19
CABIN PRESSURE CONTROLLER 21

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CPC -BITE -MAIN MENU 23
CPC -BITE -EXISTING FAULTS 25

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CPC -BITE -FAULT HISTORY 27
CPC -BITE -GROUND TESTS -SYSTEM TEST 29
CPC -BITE -SYSTEM STATUS MENU 32

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CPC -BITE -SYSTEM TEST AND CLEAR 34

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CPC -BITE -GROUND TESTS -DISPLAY TEST 36
AFT OUTFLOW VALVE 38

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AUTO MODE -FUNCTIONAL DESCRIPTION 40
SINGLE AUTO FAIL –FUNCTIONAL DESCRIPTION 42
DUAL AUTO FAIL -FUNCTIONAL DESCRIPTION 44

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MANUAL MODE -GENERAL DESCRIPTION 46

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MANUAL MODE -FUNCTIONAL DESCRIPTION 48
OFF SCHED DESCENT LIGHT
POSITIVE PRESSURE RELIEF VALVES
POSITIVE PRESSURE RELIEF VALVE –OPERATION
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NEGATIVE PRESSURE RELIEF VALVE 56
CARGO COMPARTMENT BLOWOUT PANEL 58
PRESSURE EQUALIZATION VALVE 60
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CABIN ALTITUDE LIGHTS 62

CABIN ALTITUDE WARNING SWITCH 64
CABIN ALT WARNING SWITCH –FUNCTIONAL DESCRIPTION 66
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ABBREVIATIONS AND ACRONYMS

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ADIRU - air data inertial reference unit

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alt - altitude
altn - alternate

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ARINC - Aeronautical Radio Incorporated

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auto - automatic
BITE - built-in test equipment

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cont - controller
CPC - cabin pressure controller

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E/E - electronic equipment
ELACT - electronic actuator

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ESDS - electro-static discharge sensitive

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flt alt - flight altitude
ft - foot/feet
fwd - forward

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ISA - international standard atmosphere
land alt - landing altitude

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ldg – landing

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man - manual
press - pressure
PSEU - proximity switch electronic unit l r be
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PSI - pounds per square inch
PSID - pounds per square inch differential
ref - reference
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sched - schedule
SLFPM - sea level feet per minute
SMYDC/SMC - stall management yaw damper computer
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PRESSURIZATION CONTROL - INTRODUCTION

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Purpose Cabin Pressure Indication and Warning System

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The airplane operates at altitudes where the oxygen density is not The cabin pressure indication and warning system gives you data about

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sufficient to sustain life. The pressurization control system keeps the the pressurization system status. This system has these components:
airplane cabin interior at a safe altitude. This protects the passengers and • Cabin altimeter and rate of climb module

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crew from the effects of hypoxia (oxygen starvation). These are the sub- • Aural warning module
systems of the pressurization control: • Cabin altitude warning switches.

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• Cabin pressure control system
• Cabin pressure relief system

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• Cabin pressure indication and warning system.

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General Description

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The air conditioning packs force air into the airplane pressure vessel
(cabin). Pressurization control maintains a safe cabin altitude.

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Pressurization control has these three sub-systems:
• Cabin pressure control

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• Cabin pressure relief

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• Cabin pressure indication and warning.

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The cabin pressure control system controls the rate that the air flows out
of the cabin. These are the components of the cabin pressure control
system:
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• Cabin pressure control module

• Two digital cabin pressure controllers (CPC)
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• Outflow valve
• Overboard exhaust valve.
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Cabin Pressure Relief System

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The cabin pressure relief system is a fail safe system. It protects the
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airplane structure from overpressure and negative pressure if the

pressurization control system fails. The cabin pressure relief system has
these components:
• Two positive pressure relief valves
• Negative pressure relief valve.

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PRESSURIZATION CONTROL - INTRODUCTION

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AUTO MODE FLIGHT PROFILE – OPERATION

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Purpose In the takeoff phase, the system pressurizes the cabin to 0.1 psid below

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field elevation. This prevents the uncomfortable pressure bump
The automatic (AUTO or ALTN) mode of the pressurization system
(momentary pressure increase) at airplane rotation.

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controls the airplane pressure for all phases of flight:
The cabin pressurization rate of change during the takeoff phase is 350
• Ground

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slfpm.
• Takeoff
• Climb

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• Cruise Climb
• Descent

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When the air/ground system indicates that the left and right landing gear
• Landing. are in the air, the climb phase starts.
The maximum cabin pressurization rate of change for depressurization is

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Control Module Selections 600 slfpm.

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To use the AUTO mode, make these selections on the cabin
pressure control module: Cruise

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• Select AUTO mode When the airplane external pressure decreases to within 0.25 psi of the
• Set FLT ALT FLT ALT selection (cruise altitude), the cruise phase starts.

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• Set LAND ALT. In the cruise phase, the system maintains a constant cabin altitude. The

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

• N2 on both engines is less than 84% for at least 1.5 seconds (or
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engines are off).

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When the airplane is in the ground phase, the airplane is unpressurized

and the outflow valve is open.
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Takeoff
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NOTE: Deviations from flight altitude may cause the pressure to go as

These changes cause the takeoff phase to start: high as 8.45 psid to maintain a constant cabin altitude.
• N1 on both engines increases to more than 60% for at least 1.5 The maximum cabin altitude for most flights is 8,000 feet.
seconds
• N2 on both engines increases to more than 89% for at least 1.5 The maximum cabin altitude for most flights is 8,000 feet.
seconds.
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When the landing field elevation is more than 8,000 feet and the flight Landing
length is less than 60 minutes, this occurs:

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When the airplane lands and the requirements for the ground phase are
• Flight crew enters the actual landing field elevation prior to

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met, the system depressurizes the cabin at a rate of 500 slfpm. When the
departure
cabin pressure is the same as the local ambient pressure, the outflow

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• During the cruise phase, the cabin altitude is the landing field
valve opens.
elevation.

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When the landing field elevation is more than 8,000 feet and the flight

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length is more than 60 minutes, this occurs:
• Flight crew enters 6,000 feet for the landing field elevation prior to

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departure
• During the cruise phase, the cabin altitude is per the pressure

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schedule

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• Twenty minutes prior to landing the flight crew enters the actual
landing field elevation

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• The cabin altitude then climbs to the actual landing field elevation.

NOTE: When the cabin altitude increases to more than 10,000 feet, the

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cabin altitude warning alarm will sound. You can push the ALT HORN

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CUTOUT switch to deactivate the alarm.

Descent l r be
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When the airplane external pressure increases to 0.25 psi more than the
FLT ALT selection, the descent phase starts.
The maximum cabin pressurization rate of change for pressurization is
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350 slfpm.
The cabin pressure controller (CPC) sets the cabin pressure rate of
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change for pressurization to 750 slfpm when a cargo fire occurs. This
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function is inhibited on the ground.

The system will pressurize the cabin to 0.15 psid below the LAND ALT
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selection (landing field elevation).

The 0.15 psid pressurization prevents pressure bumps from occurring
during landing.
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AUTO MODE FLIGHT PROFILE – OPERATION

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COMPONENT LOCATION

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The pressurization control system components are in these areas of the

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airplane:
• Flight compartment

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• E/E compartment

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• Forward EE compartment
• Aft fuselage.

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Flight Compartment

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The cabin pressure selector panel and cabin altimeter and rate of climb
module are on the P5 forward overhead panel.

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E/E Compartment
Cabin pressure controller 1 is on the E2-2 shelf. Cabin pressure controller

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2 is on the E1-1 shelf.

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Forward E/E Compartment

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The 10,000-foot cabin altitude warning switches are on the ceiling of the
forward E/E compartment.
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Aft Fuselage
The outflow valve is on the aft right fuselage skin below the aft service
door.
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WARNING: DO NOT INSERT YOUR HANDS OR TOOLS IN THE

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OUTFLOW VALVE WHEN THE VALVE IS IN OPERATION. IF YOU

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INSERT YOUR HANDS OR TOOLS IN THE OUTFLOW VALVE WHEN IT

OPERATES YOU CAN CAUSE INJURY TO PERSONS OR DAMAGE TO
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EQUIPMENT.
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COMPONENT LOCATION

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PRESSURIZATION CONTROL - INTERFACE

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General Description Each CPC gets data from these components:

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• Air data from both of the air data inertial reference units (ADIRU)
Pressurization control can be automatic or manual.
• Engine speed data from both of the stall management and yaw

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There are two digital cabin pressure controllers (CPC). Each CPC has its
damper (SMYD)
own systems interface and valve motor system. This gives the AUTO

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• air/ground logic from the proximity switch electronics unit (PSEU).
mode of control a dual redundant architecture. Only one CPC controls the
outflow valve at any time. The other CPC is a backup. The active

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Each CPC uses position feedback from these valves that affect the
controller changes for every flight or when the CPC in control has an
pressurization system:

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autofail event.
• Left pack valve
The manual control mode overrides and bypasses the two CPCs. The
• Right pack valve
manual control system has its own valve motor system. This gives the

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• Overboard exhaust valve.
pressurization control system a triple redundant architecture.

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The cabin pressure control system has these components:
The CPCs also transmit data to the DFDAU. This information is available
• Cabin pressure selector panel
in the Aircraft Condition Monitoring System (ACMS) for troubleshooting.

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• Digital cabin pressure controllers (2)
(See MTM 31-31)
• Aft outflow valve assembly with three drive motors
• Wiring, connectors, and power sources.

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Outflow Valve Interface

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Electric Power The outflow valve has these three motors:
The system gets 28v dc power from these sources:
• Battery bus
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• One MANUAL motor.
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• DC bus 1
In the manual mode, the pilot uses the toggle switch on the cabin pressure
• DC bus 2.
selector panel to operate the outflow valve. The manual motor has no
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electronic actuator, and no pressure switch. The outflow valve gives

Data Interface position feedback to these units:
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The flight crew makes these inputs to the cabin pressure control module: • Two CPCs
• Pressurization mode • P5 forward overhead panel.
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• Flight altitude
• Landing altitude.
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A sensor on each CPC senses pressure in the cabin.

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PRESSURIZATION CONTROL - INTERFACE

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CABIN ALT MODULE AND PRESSURE CONTROL PANEL

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Purpose An aft outflow valve position indicator shows the aft outflow valve position

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in all modes of operation.
The cabin pressure selector panel and the cabin altimeter and rate of
These are the 4 system status lights above the control panel:

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climb module let the crew monitor and control the pressurization system.
• AUTO FAIL - system failure

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• OFF SCHED DESCENT - deviation from flight plan
Location • ALTN - operation mode

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The cabin pressure selector panel and cabin altimeter and rate of climb • MANUAL - operation mode.
modules are on the P5 forward overhead panel.

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Cabin Altimeter and Rate of Climb Module
Cabin Pressure Selector Panel These are the indications and controls on the cabin altimeter and rate of

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The cabin pressure selector panel has these controls and indications: climb module:

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Mode selector • Cabin altitude/differential pressure indicator
• LAND ALT (Landing altitude) selector with display • Cabin rate of climb indicator

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• FLT ALT (flight altitude) selector with display • ALT HORN CUTOUT switch
• Manual mode toggle switch • HIGH ALT LDG switch.(Optional equipment for high altitude
• Aft outflow valve position indicator.

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operation)

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The mode selector has these positions: The cabin altitude and differential pressure indicator connects to the
• AUTO
• ALT - alternate automatic operation l r be alternate static system. The large needle on the indicator shows cabin
pressure differential in 0.2-psid increments. The small needle shows cabin
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• MAN - manual operation. altitude in 1000-foot increments.
The rate of climb indicator finds pressure changes from a port on the back
The FLT ALT selector sets a cruise altitude from -1000 to 42,000 ft in 500- of the indicator.
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foot increments. When cabin altitude is at more than a set limit, the aural warning unit
The LAND ALT selector sets a landing field altitude from -1000 ft to 14,000 makes an intermittent horn alarm.
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ft in 50-foot increments. The ALT HORN CUTOUT switch stops the intermittent horn alarm. The
HIGH ALT LDG switch selects a 14,000-foot cabin altitude warning switch.
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The outflow valve switch is a 3-position toggle switch with a springload to The ON light shows that the 14,000-foot switch is selected. The INOP light
the neutral position. The switch controls the aft outflow valve in the manual shows that the 14,000-foot warning switch is selected, but the system will
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mode. not operate.

These are the 3 positions of the outflow valve switch:
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• CLOSE
• Neutral
• OPEN.

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CABIN ALT MODULE AND PRESSURE CONTROL PANEL

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Placards on the cabin pressure selector panel and cabin altimeter and rate
of climb module give these references for manual mode operations:

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Takeoff and landing pressure differential maximums

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Flight altitude to cabin altitude conversions.

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Training Information Point

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The cabin pressure control module has integrated circuit electronics. It is

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an electro-static discharge sensitive (ESDS) device. Be careful when you
touch it.

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Flush operations of the vacuum toilet system can cause the cabin rate of
climb indicator to momentarily show a high rate of climb indication. This is
normal.

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NEW DIGITAL INDICATORS:

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A new cabin pressure selector panel has been developed to incorporate a
change to the Valve Position Indicator (VPI) gauge due to parts

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obsolescence. There is no form, fit, or functional change to the panel, and

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the new unit will be identical to the old for flight crew ops and maintenance
operations.
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CABIN ALT MODULE AND PRESSURE CONTROL PANEL

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CABIN PRESSURE CONTROLLER

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Purpose These are the functions of the BITE control buttons:

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• ON/OFF button activates or de-activates the BITE functions in the
The cabin pressure controllers (CPC) control cabin pressure when the
CPC

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system is in the AUTO or ALTN mode of operation.
• MENU button is used to display the BITE menus or to move up one

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level in the BITE menus
General Description • YES button is used to respond to questions

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There are two CPCs. The CPCs use digital circuitry. The CPCs are part of • NO button is used to respond to questions
a dual redundant system. They are active when the system operates in the • Up arrow button is used to scroll up through the menu or the results

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AUTO or ALTN modes. Only one CPC operates the outflow valve at any of a BITE test
given time. The other CPC acts as a backup. • Down arrow button is used to scroll down through the menu or the

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The CPCs have pin selectable control functions. This function optimizes results of a BITE test.
the system for specific mission profiles.

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Training Information Point
Location

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The CPCs show FAULT on the front panel display only when there is an
The two CPCs are in the EE compartment. CPC 1 is on the E2-2 shelf. existing fault.

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CPC 2 is on the E1-1 shelf. The CPCs are electrostatic discharge sensitive (ESDS) devices. Use
ESDS safe practices when you handle the CPCs.

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Physical Description
Each CPC has these items:
• Cabin pressure sensor
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• BITE instruction plate
• Two-line LED display
• BITE control buttons.
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BITE
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Each CPC has these main menus:

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• EXISTING FAULTS
• FAULT HISTORY
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• GROUND TESTS
• SYSTEM STATUS
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• SYSTEM TEST AND CLEAR.

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CABIN PRESSURE CONTROLLER

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CPC - BITE - MAIN MENU

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General Description SYSTEM STATUS

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A BITE module is on the front face of each cabin pressure controller. SYSTEM STATUS has these two submenus:

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The BITE does checks of these hardware and software: PRESENT STATUS
• All system components SYSTEM CONFIGURATION (SYSTEM CONFIG).

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• Overall system performance.
• System interfaces PRESENT STATUS shows the current inputs to the cabin pressure

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controllers. SYSTEM CONFIG shows the system configuration

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These selections are available when you push the MENU button and then
the UP and DOWN arrows: SYSTEM TEST AND CLEAR
• EXISTING FAULTS

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

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• GROUND TESTS
• SYSTEM STATUS
Training Information Point

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• SYSTEM TEST AND CLEAR.
When you push the ON/OFF button, the controller makes sure that the

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EXISTING FAULTS 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

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EXISTING FAULTS shows faults that are present. From the main menu
for two seconds.

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EXISTING FAULTS, there are faults and fault details.
There are these two types of faults:
• Previous faults (PREV FAULTS)
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FAULT HISTORY • Existing faults (EXIST FAULTS).
FAULT HISTORY shows previous faults. From the main menu
FAULT HISTORY, there are faults and fault details. If there is an existing fault, the cabin pressure controller shows FAULT on
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the front panel display.

GROUND TESTS If there are only existing faults, the display shows nn EXIST FAULTS for
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two seconds. Then the display shows EXISTING FAULTS.

GROUND TEST has these two submenus:
If there are only previous faults, the display shows nn PREV FAULTS for
• DISPLAY TEST
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two seconds. Then the display shows FAULT HISTORY.

• SYSTEM TEST.
If there are existing and previous faults, the display shows nn EXIST
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FAULTS and nn PREV FAULTS for two seconds each. Then the
The DISPLAY TEST does a test of the LED display.
display shows EXISTING FAULTS.
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The SYSTEM TEST does a test of the cabin pressurization system.

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Training Information Point
EXISTING FAULTS and FAULT HISTORY show faults. Each fault has
fault details. For more information on faults and fault details, use the Fault
Isolation Manual.
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CPC - BITE - MAIN MENU

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CPC - BITE - EXISTING FAULTS

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EXISTING FAULTS

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EXISTING FAULTS shows faults that are present. From the main menu

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EXISTING FAULTS, there are faults and fault details. Faults are
maintenance messages of the primary problem. For more information of a

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fault, there are fault details.

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From the EXISTING FAULTS menu, push the YES button. If there are no

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

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

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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

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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,

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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.

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CPC - BITE - EXISTING FAULTS

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CPC - BITE - FAULT HISTORY

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FAULT HISTORY

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FAULT HISTORY shows previous faults that are in the memory and have

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not been cleared.
From the FAULT HISTORY menu, push the YES button. If there are

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

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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

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BOTTOM OF LIST for 2 seconds. The controller can have up to 10 flight

re ch
legs in memory.
Each flight leg can have faults and fault details. To show a fault for a flight

s te
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

ht a
more faults, the display shows BOTTOM OF LIST for 2 seconds.

ig n
To show fault details for each fault, push the YES button. If you want to

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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
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seconds.
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CPC - BITE - FAULT HISTORY

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CPC - BITE - GROUND TESTS - SYSTEM TEST

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SYSTEM TEST

in
SYSTEM TEST does a test of the cabin pressurization system. From the

in
GROUND TEST menu, push the YES button. The display shows
DISPLAY TEST. If you push the NO or DOWN arrow button, the display

ra
shows SYSTEM TEST.

ed T
When you push the YES button, the controller does a check to find if the

rv ics
system is in 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.

se n
If you push the YES button when the system is in auto mode, the controller

re ch
does a check to find if the other controller is in BITE. If the other controller
is in BITE, the display shows these things:

s te
BOTH SYS IN IBIT for two seconds
IBIT ABORTED for two seconds

ht a
SYSTEM TEST.

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

l r be
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
Al Sa
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.
of

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
ty

YES button, all faults clear from fault history. If you push the NO button,
the display shows SYSTEM TEST.
er

If there is a fault during TESTING, the display shows nn EXIST FAULTS

for 2 seconds. Then the display shows EXISTING FAULTS menu.
op

If you push the menu button at any time during the system test, the display
shows SYSTEM TEST.
Pr

Training Information Point

The acronym DADC refers to air data inertial reference unit. The acronym
SMC refers to the stall management yaw damper computer.

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CPC - BITE - GROUND TESTS - SYSTEM TEST

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CPC - BITE - SYSTEM STATUS MENU

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SYSTEM STATUS

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SYSTEM STATUS has these two-sub menus:

in
• PRESENT STATUS
• SYSTEM CONFIGURATION (SYSTEM CONFIG).

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PRESENT STATUS

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PRESENT STATUS shows system parameters. From the SYSTEM

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STATUS menu, push the YES button. Then the display shows PRESENT
STATUS. If you push the YES button, the display shows the first system SYSTEM CONFIGURATION

se n
parameter. To see more parameters, push the NO or the DOWN arrow
SYSTEM CONFIG shows the system configuration. From the SYSTEM
button. If there are no more parameters, the display shows BOTTOM OF

re ch
STATUS menu, push the YES button. Then the display shows PRESENT
LIST for 2 seconds.
STATUS. When you push the NO or DOWN arrow button, the display
This table shows each parameter and what they mean.

s te
shows SYSTEM CONFIG. If you push the YES button, the display shows
the first configuration item. To see more configuration items, push the NO

ht a
or DOWN arrow button. If there are no configuration items, the display
shows BOTTOM OF LIST for 2 seconds.

ig n
l r be Configuration Items
Al Sa
This table shows each configuration items and what they mean.
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Training Information Point

er

Cargo heat valve refers to the overboard exhaust valve in equipment

cooling. See the equipment cooling section for more information on the
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overboard exhaust valve.

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CPC - BITE - SYSTEM STATUS MENU

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CPC - BITE - SYSTEM TEST AND CLEAR

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SYSTEM TEST AND CLEAR

in
SYSTEM TEST AND CLEAR prepares the controller for a system test and

in
to automatically clear the fault history.
When you push the YES button, the controller does a check to find if the

ra
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

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SELECT AUTO.

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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

se n
controller is in BITE, the display shows these things:

re ch
• BOTH SYS IN IBIT for two seconds
• IBIT ABORTED for two seconds

s te
• SYS TEST AND CLR.

ht a
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

ig n
question. If you push the YES button after the last question, the display

l r be
shows TESTING. Each of the 8 lower digits come on for 12 seconds, one
digit at a time. This takes approximately 100 seconds.
Al Sa
If there is no fault while in test, the display shows SYSTEM OK for 2
seconds. Then the display shows SYS TEST AND CLR.
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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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Training Information Point

er

The acronym DADC refers to the air data inertial reference unit. The
op

acronym SMC refers to the stall management yaw damper computer.

Pr

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CPC - BITE - SYSTEM TEST AND CLEAR

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CPC - BITE - GROUND TESTS - DISPLAY TEST

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DISPLAY TEST

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

in
GROUND TEST menu, push the YES button. The display shows
DISPLAY TEST. If you push the YES button, the test starts.

ra
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 - GROUND TESTS - DISPLAY TEST

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AFT OUTFLOW VALVE

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Purpose Training Information Point

in
The aft outflow valve controls the airflow out of the airplane fuselage. The valve mount lug fittings let you remove and install the assembly from

in
external to the airplane.
Location

ra
WARNING: MAKE SURE YOU DO NOT OPERATE THE OUTFLOW
The valve is on the lower right fuselage below the aft service door.
VALVE DURING THE REMOVAL OR THE INSTALLATION. IF YOU

ed T
OPERATE THE VALVE DURING THE REMOVAL OR INSTALLATION
Physical Description

rv ics
YOU CAN CAUSE INJURY TO PERSONS AN DAMAGE TO
The outflow valve has these parts: EQUIPMENT.
• 2 valve gates

se n
• Actuator assembly and linkage

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• Position transducer
• 2 automatic mode motors and one manual mode motor

s te
• 2 electronic actuators.

ht a
Functional Description

ig n
The valve is a 2-gate type valve. The valve has two 28v dc motors and

use the same actuator mechanism. l r be

one 48v dc motor. Only one motor moves the valve at a time. All 3 motors

The trailing edges of the 2 gates have a saw-tooth to decrease noise. The
Al Sa
top surface of the forward gate and the bottom surface of the aft gate each
have an antiskid strip to decrease noise.
Each electronic actuator on the valve has a fail-safe aneroid switch. The
of

switch causes the valve to go full closed if the cabin pressure altitude gets
to 14,650 ft. This function overrides the normal automatic control only. The
ty

function does not override the manual mode of the valve.

er

A position transducer on the valve assembly gives a signal to the valve

position indicator on the P5 forward overhead panel during all modes of
op

operation.
The valve position transducer also sends signals to the 2 cabin pressure
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controllers. This gives the controllers valve position feedback for automatic
and alternative modes of operation.

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AFT OUTFLOW VALVE

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AUTO MODE - FUNCTIONAL DESCRIPTION

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Purpose The CPC compares the target pressure to the pressure at its sense port. If

in
there is a difference, the CPC sends an open or close command to the
The automatic (AUTO) mode of the pressurization control system keeps
electronic actuator on the aft outflow valve assembly. The electronic

in
the airplane pressurized for all phases of the flight.
actuator operates its valve motor. The motor moves the outflow valve

ra
through a mechanical drive train. The active controller controls the position
Functional Description of the aft outflow valve to control cabin pressure and rate of pressure

ed T
The AUTO mode circuitry has these parts: change.
• Redundant 28v dc power sources Outflow valve position feedback to the CPC makes sure of correct valve

rv ics
• Cabin pressure selector panel on P5 operation (closed loop feedback).
• Two digital cabin pressure controllers (CPCs) The air conditioning pack valves and the overboard exhaust valve give
• Two AUTO mode dc motors with electronic actuators on the aft

se n
position feedback to the CPCs.
outflow valve assembly

re ch
The two controllers operate continuous BITE tests. If the active CPC
• Circuit wiring and connectors. cannot operate correctly, control goes to the other CPC.
The CPCs also transmit data to the DFDAU. This information is available

s te
When the pressurization mode selector on the cabin pressure selector in the Aircraft Condition Monitoring System (ACMS) for troubleshooting.
panel is in the AUTO position, it sets the pressurization control system to (See MTM 31-31)

ht a
automatic operation.

ig n
The automatic control system has a dual redundant architecture. The two

l r be
CPCs are the same. Rack pin connections identify the controllers as CPC
1 and CPC 2.
Al Sa
Only one CPC controls the outflow valve at a time. The other CPC is a
backup. At system power-up, CPC 1 sets which CPC is the active
controller and then gives control to that CPC. The system changes active
of

control from one CPC to the other with each flight. This keeps wear the
same on the mechanical drive components of the two systems.
ty

The CPCs use data from these systems to find the flight phase:
er

• Air data inertial reference units (ADIRUs) (2)

• Stall management and yaw damper (SMYDs) (2)
op

• Proximity switch electronics unit (PSEU).

Pr

The CPC calculates a target cabin pressure in response to the flight phase
and inputs from the cabin pressure control panel.

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AUTO MODE - FUNCTIONAL DESCRIPTION

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AUTO FAIL – FUNCTIONAL DESCRIPTION

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Purpose

in
The amber AUTO FAIL light gives the flight crew an indication that one or

in
both auto channels are inoperative.

ra
General Description

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The automatic pressurization control system has a dual redundant
architecture. One digital cabin pressure controller (CPC) is active and

rv ics
maintains pressurization control. The other CPC is an alternate unit.
If the active CPC controller fails, the system changes pressurization

se n
control to the alternate CPC.
The two CPCs do start-up BITE tests and continuously.

re ch
These tests look at both systems to the LRU level. When the active CPC
BITE detects a fault or failure, it transfers active control to the alternate

s te
CPC.
These things cause the auto fail function:

ht a
• Power loss

ig n
• Cabin altitude rate of change is too high (>2,000 slfpm)
• Cabin altitude is too high (>15,800 feet)
• Wiring failures
• Outflow valve component failures
l r be
Al Sa
• CPC failures
• Cabin differential pressure is too high (>8.75 psi).
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Single Channel Failure

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The system automatically changes pressurization control to the backup

controller if the active controller fails.
er

If the system is in the AUTO mode when an auto fail event occurs, these
lights come on:
op

• Amber AUTO FAIL light

• MASTER CAUTION and AIR COND annunciator lights
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• Green ALTN light.

The ALTN light shows that the backup system is active.

The AUTO FAIL light goes off when you select the ALTN position on the
mode selector.
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SINGLE AUTO FAIL – FUNCTIONAL DESCRIPTION

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Dual Channel Failure

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These are the indications when both CPC systems fail:

in
The AUTO FAIL and MASTER CAUTION lights come on
The FLT ALT and LAND ALT displays show five dashes (-----).

in
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If both CPCs fail, the ALTN light does not come on.
This indicates that the system cannot transfer control to an operative

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automatic controller.

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Training Information Point
This table shows you how to find the status of the automatic system

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by the indication lights and the select switch position.

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DUAL AUTO FAIL - FUNCTIONAL DESCRIPTION

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MANUAL MODE - GENERAL DESCRIPTION

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Purpose You use these instruments and placards on the cabin altimeter and rate of

in
climb module and the cabin pressure selector panel for reference during
The MANUAL mode gives the flight crew direct control of the outflow
manual operation of the pressurization system:

in
valve.
• Cabin altitude and differential pressure indicator

ra
• Cabin rate of climb indicator
General Description • Pressure limitation placard

ed T
The MANUAL mode has these parts: • Cabin/flight altitude conversion placard.
• 28v dc bat bus power sources

rv ics
• Cabin pressure control module
• MANUAL mode DC motor on the aft outflow valve assembly
• Circuit wiring and connectors.

se n
re ch
When the mode selector is in the MANUAL position, these things occur:
• Automatic control systems are disarmed

s te
• Control module outflow valve switch arms
• Green MANUAL system indication light comes on.

ht a
ig n
The aft outflow valve switch is a three position toggle switch. These are
the three positions:
• CLOSE
• Neutral
l r be
Al Sa
• OPEN.
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The switch is spring-loaded to the neutral position. Signals from the

outflow valve switch go to the manual motor on the aft outflow valve
assembly. When the switch is in the CLOSE position, the motor closes the
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valve. When the switch is in the OPEN position, the motor opens the
er

valve.
The position transducer on the aft outflow valve assembly gives valve
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position feedback to the outflow valve position indicator.

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MANUAL MODE - GENERAL DESCRIPTION

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MANUAL MODE - FUNCTIONAL DESCRIPTION

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General

in
The pressurization outflow valve can operate in the manual mode. To do

in
this, put the pressurization mode selector to the MANUAL position. The
valve can then be opened or closed by the outflow valve switch. The

ra
pressurization mode selector and the outflow valve switch are on the cabin
pressure control panel on the P5 overhead panel.

ed T
rv ics
Functional Description
When the pressurization mode selector is in the MANUAL position, these

se n
things happen:
• The green MANUAL light comes on

re ch
• CPC 1 and CPC 2 stop automatic and alternate modes of valve
operation.

s te
When the outflow valve switch is in the open or close position, these

ht a
things happen:

ig n
• The manual motor booster changes 28v dc to 48v dc for valve
motor operation
l r be
• Power from the booster goes to the valve manual motor.
Al Sa
The direction of valve operation for the open/close functions is controlled
by change of the power supply and return by the switch positions.
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Training Information Point

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You can do a check of the valve operation with the manual mode of valve
operation.
er

WARNING: OUTFLOW VALVE IS MOTOR OPERATED. DO NOT

op

INSERT HAND OR TOOLS IN OUTLET DURING ANY GROUND

OPERATION OR INJURY TO PERSONS CAN OCCUR.
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MANUAL MODE - FUNCTIONAL DESCRIPTION

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OFF SCHED DESCENT LIGHT

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General Description

in
The off schedule descent feature works only in the AUTO and ALTN

in
modes. It is not a feature of the MANUAL mode.
If it is necessary to land immediately after takeoff, the pressurization

ra
control system programs the pressurization system for landing. The off
schedule descent (OFF SCHED DESCENT) indication is part of this

ed T
feature. The light tells you that the system will control cabin pressure for a

rv ics
return to the take-off field.
An off schedule descent begins when the airplane starts to descend off
schedule (before it gets to cruise altitude).

se n
re ch
Functional Description
If the airplane begins a descent before it gets to the FLT ALT selected on

s te
the cabin pressure selector panel, these things happen:
• OFF SCHED DESCENT light comes on

ht a
• MASTER CAUTION and AIR COND annunciator lights come on

ig n
• Pressurization control system schedules the cabin pressure for
return to the take-off field.
l r be
Al Sa
The OFF SCHED DESCENT light will go out if any one of these conditions
occur:
• Airplane begins to climb again
• FLT ALT is reset to the current altitude
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• Pilot selects manual (MAN) mode

• Airplane lands.
ty
er

If the flight crew diverts to a field other than the take-off field, the flight
crew must do these steps to reset the pressure controller:
op

• Reset the FLT ALT to the current altitude

• Set the landing altitude in the LND ALT window on the cabin
Pr

pressure selector panel to the landing field elevation.

The pressure control system cancels the off schedule descent

feature for the flight when the airplane gets to the FLT ALT set on the
cabin pressure selector panel.

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OFF SCHED DESCENT LIGHT

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SAFETY AND WARNING DEVICES - POSITIVE PRESSURE RELIEF VALVES

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Purpose

in
The positive pressure relief valves prevent overpressure damage to the

in
airplane structure.

ra
Location

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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.

rv ics
General Description

se n
The positive pressure relief valves are fail-safe devices that bleed fuselage

re ch
pressure overboard if the aft outflow valve has a closed failure.

s te
The positive pressure relief valves are mechanical devices that operate
independently. They do not have an interface with other airplane

ht a
pressurization systems, and no crew operation is necessary.
The positive pressure relief valves are pneumatically operated by cabin-to-

ig n
ambient pressure differential. The valves control pressure to a nominal
8.95 psi more than ambient.
l r be
When the differential pressure is too high, the valve opens. The open
Al Sa
valve lets air go out of the airplane. This releases some of the cabin
pressure. When the cabin-to-ambient pressure is safe, the valve closes.
The positive pressure relief valves have filters. The filters clean the air that
of

goes in the internal servo and actuator mechanisms.

The valves attach to pedestals with gaskets and flange clamps.
ty

Training Information Point

er

Make sure you install the positive pressure relief valve and gasket
op

correctly during installation. Incorrect installation can cause a blockage of

sense ports for the valve servo mechanism.
Pr

Keep the servo mechanisms dry. Moisture in the mechanism can freeze
and prevent valve operation.

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POSITIVE PRESSURE RELIEF VALVES

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POSITIVE PRESSURE RELIEF VALVE - OPERATION

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Two safety relief valves acting independently of each other and all other

in
systems prevent the cabin-to-ambient pressure differential from exceeding
8.95 psid.

in
Each valve consists of:

ra
Poppet valve
Control chamber

ed T
Spring-loaded diaphragm operated sensor control for controlling the
valve opening.

rv ics
The control chamber is vented to the cabin, but has a restrictor in the vent

se n
for limiting cabin air inflow. A filter is also installed to prevent

re ch
contamination in the control chamber. Another passage vents to ambient
through the diaphragm operated sensor control poppet. The sensor control
is separated by a diaphragm. One side of the diaphragm senses cabin

s te
pressure while the other side senses ambient pressure.

ht a
A differential pressure of 8.95 psid will cause the poppet to unseat opening

ig n
a vent from the control chamber to ambient. This venting of the control

l r be
chamber reduces the pressure within the chamber. The valve gate, with
control chamber pressure on one side will cause the gate to unseat at
Al Sa
approximately 8.95 psid differential pressure as a result of cabin pressure
on the other side of the valve gate. The diaphragm operated sensor
control ensures that cabin-to-ambient differential pressure does not
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exceed 8.95 psid.

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POSITIVE PRESSURE RELIEF VALVE - OPERATION

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NEGATIVE PRESSURE RELIEF VALVE

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Purpose

in
The negative pressure relief valve prevents negative differential pressure

in
(vacuum pressure) damage to the airplane structure. This can prevent
structure damage during a fast descent.

ra
Location

ed T
The negative pressure relief valve is on the lower aft fuselage on the right

rv ics
side near the aft service door.
Access to the valve is from the aft cargo compartment.

se n
re ch
General Description
The negative pressure relief valve is a mechanical device and operates

s te
independently. It does not have an interface with other airplane
pressurization systems and no crew operation is necessary.

ht a
The negative pressure relief valve is a flapper type valve. The valve has
hinges on its top edge and opens in. A spring on its hinge pin holds the

ig n
valve closed.

l r be
Negative differential cabin-to-ambient pressure opens the valve. The valve
opens when pressure external to the airplane is 1.0 psi more than the
Al Sa
pressure in the airplane (1.0 psid).

Standpipe (optional)
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A stand pipe attaches to the relief valve assembly. The stand pipe keeps
water out of the airplane during ditching. Water goes in the valve until the
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weight of the water column in the stand pipe closes the valve.
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NEGATIVE PRESSURE RELIEF VALVE

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CARGO COMPARTMENT BLOWOUT PANEL

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Purpose Training Information Point

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The cargo compartment blowout panels prevent damage to the airplane If the aft cargo door does not open from the outside, you can use the aft

in
structure during sudden decompression. ceiling blowout panel to get access from the passenger compartment. If
the forward cargo door does not open from the outside, you can use an

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Physical Description access panel to get access from the passenger compartment.
See the equipment and furnishings chapter for more information on the

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The ceiling blowout panel has these parts:
forward cargo compartment access panel.
• Blowout panel

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• Frame
• Cap strip.

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The bulkhead blowout panel has these parts:

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• Blowout panel
• Frame

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• Cap strip
• Grate.

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Location

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The cargo compartment blowout panels are in these places:
• Cargo compartment ceilings
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• Cargo compartment bulkheads.

Functional Description
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During rapid decompression, differential pressure pushes the panels out of

their frames. When the panels push out of their frames, the pressures in
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the upper and lower fuselage lobes equalize quickly.

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This equalization of pressure prevents damage to the airplane structure.

A differential pressure of 1.0 psid will push the blowout panel out of the
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frame.
The blowout panels on the cargo compartment bulkheads have grates.
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The grates do not let baggage hit the blowout panels.

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CARGO COMPARTMENT BLOWOUT PANEL

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PRESSURE EQUALIZATION VALVE

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Purpose

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The pressure equalization valves let air flow into or out of the cargo

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compartments. This keeps the cargo compartment pressure as the same
level as the cabin pressure.

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Physical Description

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The pressure equalization valve has two swing check valves. They are

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spring-loaded to the closed position.
One valve hinges away from the cargo compartment. The other hinges

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toward the cargo compartment.

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Location

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The forward cargo compartment has a pressure equalization valve on the
aft bulkhead.

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The aft cargo compartment has a pressure equalization valve on the
forward portion of the vacuum waste bulkhead.

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Functional Description
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One valve lets air into the cargo compartment during airplane
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pressurization. One valve lets air out of the cargo compartment during
airplane depressurization.
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Training Information Point

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The cargo compartments are tightly sealed by a fire resistant liner. The
liner isolates the cargo compartments from the airplane air conditioning
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system.
This is necessary for fire protection.
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The pressure equalization valves isolate the cargo compartments from

active air conditioning, but let cargo compartment pressures change.
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PRESSURE EQUALIZATION VALVE

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CABIN ALTITUDE LIGHTS

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Purpose

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The two red CABIN ALTITUDE lights give the flight crew indication ofthe

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abnormal cabin altitude. The lights come on when the cabin altitude
exceeds 10,000 feet and remain on until the cabin altitude decreases.

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At the same time as the lights come on, an altitude warning horn operates.

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CABIN ALTITUDE LIGHTS

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CABIN ALTITUDE WARNING SWITCH

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Purpose

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The cabin altitude warning switches warn the flight crew when cabin

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altitude is critical. Two switches are installed for redundancy.

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Location

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The cabin altitude warning switches are on the ceiling in the forward EE
compartment.

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General Description

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The cabin altitude warning switches are an aneroid type switch.

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When the cabin altitude gets to 10,000 ft above mean sea level, the
warning switches close.

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This energizes the warning circuit and causes an intermittent horn from
the aural warning unit.

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The ALT HORN CUTOUT push-button switch lets the crew deactivate the
horn until the next high cabin altitude event.

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CABIN ALTITUDE WARNING SWITCH

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CABIN ALT WARNING SWITCH – FUNCTIONAL DESCRIPTION

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Functional Description

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When the 10,000-foot cabin altitude warning switches close, these things

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occur:
• The switch connects a ground to the horn circuit that energizes the

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system
• The aural warning module makes an intermittent beep alarm.

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• The CABIN ALTITUDE red lights on panel P1 and P3 come on.

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When you push the ALT HORN CUTOUT switch on the cabin altitude
panel, these things occur:

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• K1 relay energizes

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• Aural warning module horn stops
• K1 latches through the pressure switch.

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When the cabin altitude goes below 10,000 feet, the switches open, and

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these things occur:
• K1 de-energizes

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• The warning circuit gets a reset for a subsequent event.

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• The CABIN ALTITUDE red lights on panel P1 and P3 go out.
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CABIN ALT WARNING SWITCH – FUNCTIONAL DESCRIPTION

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PRESSURIZATION - GENERAL

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END OF THIS CHAPTER

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