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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
trainingservices@sabenatechnics.com
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Table of Contents
1. SYSTEM GENERAL...................................................................................6
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
9. CPC BITE.................................................................................................42
9.1. Main Menu...........................................................................................42
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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 pressurization control systems are designed for a nominal operating
The cabin pressure control system has these components : 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
- A cabin pressure control panel, pressure.
- Digital cabin pressure controllers (2), They are set to open and release pressure at 8.65 psid or -1.0 psid.
- An aft outflow valve assembly with three drive motors,
- Wiring, connectors and power sources. Automatic Pressurization Control.
In the automatic mode of operation, the system uses a redundant system of
Pressurization control can be automatic or manual. digital pressure controllers to schedule cabin pressurization through all phases
There are two digital cabin pressure controllers (CPCs). of flight.
Each CPC has its own systems interface and valve motor system. The active pressure controller keeps cabin altitude at a safe comfortable
This gives the AUTO mode of control a dual redundant architecture. pressure altitude (8,000 ft ISA maximum).
Only one CPC controls the outflow valve at any time.
The pressure controllers are line replaceable units and incorporate standard
At system power-up, the No.1 CPC becomes the active controller. front face bite.
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 Manual Pressurization Control.
systems. In the manual mode of operation, the flight crew has direct control of the
outflow valve from the P5 panel.
The other CPC is a backup.
The active controller changes with every flight or with an autofail event.
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.
The negative pressure relief valve is on the aft right fuselage skin, forward of
the outflow valve.
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COMPONENT LOCATION
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- 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
3. System Interface.
- 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.
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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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.
- 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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5. COMPONENT DESCRIPTION.
- Control cabin pressure when the system is in the AUTO or ALTN mode The controllers are part of a dual redundant system.
of operation, They are active when the system operates in the AUTO or ALTN modes.
- Perform system BITE (start-up, continuous, and initiated tests). Only one controller operates the outflow valve at any given time.
The other controller acts as a backup.
Location.
The two pressure controllers are in the EE compartment. The controllers have pin selectable control functions.
The No.1 CPC is on the E2-2 rack. This optimizes the system for specific mission profiles.
The No. 2 CPC is on the E4-1 rack.
Training Information Point.
Physical Description. The cabin pressure controllers are electrostatic discharge sensitive (ESDS)
Each controller has a pressure sensor on its face. devices.
Use ESDS safe practices when you handle the units.
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. ADIRU
PSEU
ARINC 429 interrogation ports are behind the BITE instruction plates. SMYD
They allow interface during system operation for real time onboard FMC
troubleshooting.
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EXISTING FAULTS
FAULT HISTORY
GROUND TEST
SYSTEM STATUS
SYSTEM TEST
AND CLEAR
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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.
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.
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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.
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Location.
The negative pressure relief valve is on the lower aft fuselage, on the left side,
near the aft service door.
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.
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6. MODE OF OPERATION.
6.1. Auto Mode. The CPCs use data from these systems to determine flight phase :
The automatic control system has a dual redundant architecture. Outflow valve position feedback to the CPC verifies proper valve operation
The two CPCs are identical and interchangeable. (closed loop feedback).
Rack pin connections identify the controllers as CPC No. 1 and CPC No. 2 to
the system. The air conditioning pack valves and the overboard exhaust valves give
position feedback to the CPC.
Only one CPC controls the outflow valve at any time. This biases the CPC response algorithms.
The other CPC is a backup.
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
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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 :
- CLOSE,
- Neutral,
- OPEN.
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MANUAL MODE
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6.4. Off Scheduled Descent. 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 :
General Description.
If it is necessary to land immediately after takeoff, the pressurization control - Select FLT ALT to 200 feet less than airplane altitude Might cruise
system automatically programs the pressurization system for landing. altitude capture),
The off schedule descent (OFF SCHED DESCENT) indication is part of this - Set the landing altitude in the LND ALT window on the selector panel to
feature. the landing field elevation.
The light tells you that the system will control cabin pressure for a return to
the takeoff field. 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.
The off schedule descent feature only works in the AUTO and ALTN modes.
It is not a feature of the MANUAL mode.
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 will go out if these conditions occur :
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OFF SCHEDULE
DESCENT LIGHT (A)
P5-6 PANEL
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- 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.
Pressure Indication.
The cabin altimeter/differential pressure indicator shows these things :
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
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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.
- 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 :
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
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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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9. CPC BITE.
A BITE module is on the front face of each cabin pressure controller. - Previous faults
The BITE does checks of hardware and software. - Existing faults.
These selections are available when you push the MENU button and then the
UP and DOWN arrows : If there is an existing fault, the cabin pressure controller shows FAULT on the
front panel display.
EXISTING FAULTS shows faults that are present.
From the main menu EXISTING FAULTS, there are faults and fault details. If there are only existing faults, the display shows nn EXIST FAULTS for two
seconds. Then the display shows EXISTING FAULTS.
FAULT HISTORY shows previous faults.
From the main menu FAULT HISTORY, there are faults and fault details. If there are only previous faults, the display shows nn PREV FAULTS for two
seconds. Then the display shows FAULT HISTORY.
GROUND TEST has these two submenus :
If there are existing and previous faults, the display shows nn EXIST FAULTS
- DISPLAY TEST does a test of the LED display. and nn PREV FAULTS for two seconds each.
- SYSTEM TEST does a test of the cabin pressurization system. 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.
The SYSTEM TEST & CLEAR main menu selection prepares the controller for
a system test and clears the FAULT HISTORY.
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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.
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.
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FAULT HISTORY.
FAULT HISTORY shows previous faults that are in the memory and have not
been cleared.
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.
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 :
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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DISPLAY TEST.
DISPLAY TEST does a test of all 16 digits of the LED display.
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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 :
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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Equipment Cooling
page 55
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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