BOEING COMMERCIAL AIRPLANE GROUP

FLIGHT OPERATIONS TECHNICAL BULLETIN

NUMBER: 19-01 R1

DATE: April 13, 2020

These bulletins provide information which may prove useful in airline operations or airline training. This information
will remain in effect depending on production changes, customer-originated modifications, and Service Bulletin
incorporation. Information in these bulletins is supplied by the Boeing Company and may not be approved or endorsed
by the FAA at the time of writing. Applicable documentation will be revised as necessary to reflect the information
contained in these bulletins. For further information, contact Boeing Commercial Airplane Group, Chief Pilot, Flight
Technical, through the Service Requests Application (SR App) on the MyBoeingFleet home page.

SUBJECT: Cabin Altitude Indications in Over-Pressure Situation, High Cabin Rate of

Climb Indications and Manual Pressurization Control.

ATA NO: 21-65

APPLIES TO: 737-300/-400/-500 (With digital cabin pressure control system only), 737-
600/-700/-800/-900 and 737-7/-8/-8200/-9/-10

REASON: To provide information to the flight crew of abnormal cabin pressure

indications and techniques for manual pressure control.
This bulletin is being revised to provide updated information on the electrical
control of the outflow valve.

BACKGROUND INFORMATION

There have been several reports of flight crew confusion regarding cabin altitude and cabin
rate of climb indications that occurred as a result of depressurization events or the flight crew
having to manually control cabin pressure. Additionally, there have been some reports where
manual control of cabin pressure led to excessively high rates of cabin altitude changes as
well as cabin over-pressurization conditions which led to the abnormal indications. This in
turn led to flight crew confusion as what was actually occurring with airplane pressurization.
Without an understanding of the situation, continued flight crew action led to amplification
of the already abnormal situation. Some of these events reportedly led to passenger injuries,
flight with an over-pressurized cabin and landings with a pressurized cabin.

Page 1 of 13
This Flight Operations Technical Bulletin (FOTB) will describe:
• Situations which can lead the flight crew to manually control cabin pressure.
• Manual pressurization control.
• Cabin altitude indications in over-pressure situations.
• Cabin rate of climb indications (non-normal condition).
• Definitions of words and phrases used in related procedures.

Situations which can lead the flight crew to manually control cabin pressure

Some of the non-normal conditions that can direct the flight crew to manually control
cabin pressure are:
• AUTO FAIL or Unscheduled Pressurization Change - When both automatic
modes of the cabin pressure control system fail, manual mode may be used to
control cabin pressure.
• CABIN ALTITUDE WARNING or Rapid Depressurization - When the cabin
altitude exceeds 10,000 feet, the manual mode is used to attempt to regain control
of the cabin altitude.
• PACK - When both Air Conditioning packs fail, the manual mode is used to open
the outflow valve to increase airplane ventilation.
• Tail Strike - When a tail strike is suspected or confirmed, the manual mode is
used to depressurize the airplane in case of structural damage.

Manual pressurization control

Manual pressurization control can be a high workload procedure during climbs and
descents and a moderate workload procedure during cruise. It requires continuous flight
crew monitoring of cabin altitude, cabin rate and cabin differential pressure. While there
is frequent training on rapid decompression scenarios, these scenarios may not include
training on the use of the MAN mode beyond its initial selection per the non-normal
checklist. Flight crews may not be proficient in manual pressure control depending on
training and operational experience.

Page 2 of 13
Cabin altitude indications in over-pressure situations

In some depressurization events, all cabin air inflow is lost and full closure of the outflow
valve until final approach is needed to minimize the cabin altitude for the remainder of
the flight. In other depressurization events, some or all cabin air inflow may still be
available and fully closing the outflow valve for a long duration will result in an over-
pressurized cabin. This section provides several scenarios to illustrate possible
indications that may be seen by the flight crew in over pressurization conditions.

Scenario 1 – Airplane inflight with over-pressurized cabin with cabin pressure below sea
level (non-normal condition).
• In this scenario, when the cabin altitude decreases below sea level, the cabin
altitude indicator moves counterclockwise past the zero indication and into the
high cabin altitude range. Movement of the Outflow Valve (OFV) towards open
or activation of the pressure relief valve causes the cabin altitude indication to
increase. This can lead to confusion as the cabin altitude appears to be
excessively high and climbing when in reality it is going back towards zero as the
over-pressure condition is relieved.
• The cabin differential pressure indication continues to provide accurate
indications when the cabin altitude is below sea level.
• It is important to note that clockwise from zero cabin altitude, each tick mark
represents 1000 feet. The same is not applicable when reading counter-clockwise
from zero cabin altitude. A determination of actual cabin altitude cannot be made
by reference to the scale when reading counter-clockwise from zero cabin altitude.
• The figure below shows a cabin differential pressure of 9 psi. Even though the
cabin altimeter indicates a cabin altitude of 45,000 feet, the cabin is pressurized to
approximately 1,800 feet below sea level. The cabin altimeter indicator has
moved counter-clockwise beyond zero cabin altitude.

Page 3 of 13
Cabin altitude indications in over-pressure situations (continued)

Scenario 2 – Airplane on the ground at airport below sea level (normal condition).
• Cabin pressure altitude and ambient pressure altitude are the same as shown by
the cabin differential pressure at zero psi. The cabin altitude indicator has
continued to move counterclockwise from zero cabin altitude. This indicates the
cabin altitude is below sea level. A determination of actual cabin altitude cannot
be made by reference to the scale when reading counter-clockwise from zero
cabin altitude. It is important to note that this is a rare situation as most airports
that are below sea level are only about 100 feet below sea level.

Page 4 of 13
Cabin rate of climb indications (non-normal condition)

Scenario 1 – A high cabin climb rate with indication above 4000 FPM.
• A greater than 4000 FPM rate of cabin change is indicated by the needle in the
diagram below. From this indication alone it is not possible to determine if it is a
cabin climb or descent rate. To make this determination, the flight crew must also
reference cabin altitude and differential pressure indications.
• A cabin that is climbing is indicated by an increase in cabin altitude and a
decrease in differential pressure.
• A cabin that is descending is indicated by a decrease in cabin altitude and an
increase in differential pressure.

Page 5 of 13
Definitions of words and phrases used in related procedures

The ability to determine if the cabin altitude is controllable or uncontrollable requires the
flight crew to use multiple indications such as cabin altitude, cabin climb rate and cabin
differential pressure indications, as well as indications on the cabin pressurization panel.

• Controllable cabin altitude.

o A controllable cabin altitude is one where the desired cabin altitude can be
achieved either automatically by the pressurization system, or manually by
the flight crew.
A controllable cabin altitude can be indicated by a cabin rate change that is
automatically controlled and is less than 750 FPM, or a cabin rate change
that can be controlled manually. Automatic pressurization is accomplished
by either the primary or alternate pressure controllers. Manual
pressurization is accomplished by the flight crew by use of the OFV in the
manual pressurization mode.
It is important to note that there can be scenarios such as a rapid
depressurization event where the cabin altitude is very high. While
moving the OFV to CLOSE will likely have little to no immediate effect
on cabin altitude, it is possible that in some cases, closing the OFV can
have a small effect. However, the cabin altitude may not recover fast
enough so it is important to consider the cabin uncontrollable when the
cabin altitude is 15,000 feet or higher.

 Scenario 1 – During the CABIN ALTITUDE WARNING or Rapid

Depressurization non-normal checklist, if closing the OFV switch
results in a decrease in cabin altitude then the cabin altitude can be
considered controllable as long as the cabin altitude is below
15,000 feet.

 Scenario 2 – During the AUTO FAIL or Unscheduled

Pressurization Change non-normal checklist, if manually
controlling the OFV results in the anticipated cabin altitude and rate
changes then the cabin altitude can be considered controllable.

Page 6 of 13
Definitions of words and phrases used in related procedures (continued)

• Uncontrollable cabin altitude.

o An uncontrollable cabin is one where neither the automatic pressurization
system nor the flight crew can achieve or maintain the desired cabin
pressure.
An uncontrollable cabin can be indicated by an excessive (greater than 750
FPM) cabin rate of climb or descent which cannot be reduced by fully
opening or closing the OFV. If during manual pressurization control the
OFV and cabin altitude indications respond to pilot inputs but the cabin
climb rates are excessively high, this alone does not necessarily mean the
cabin is uncontrollable. In this case the flight crew needs to more
precisely control the OFV movement to achieve more acceptable cabin
altitude rates. Automatic pressurization is accomplished by either the
primary or alternate pressure controllers. Manual pressurization is
accomplished by the flight crew by use of the OFV switch in the manual
pressurization mode. For guidance on how to more precisely control the
OFV, refer to the momentary movement of the OFV section below.
As previously stated, it is important to consider the cabin uncontrollable
when the cabin altitude is 15,000 feet or higher.

 Scenario 1 – Cabin altitude warning horn sounds, or CABIN

ALTITUDE light illuminates and cabin altitude is at 20,000 feet.
Regardless of effects of closing the OFV switch, the cabin altitude
should be considered uncontrollable.

Page 7 of 13
Definitions of words and phrases used in related procedures (continued)

• Momentary movement of the OFV.

o Movement of the OFV is controlled with DC electrical power. During
manual operation movement of the OFV is at a faster rate compared to the
rate used during automatic control. This is because fast actuation is
important for circumstances such as an evacuation where the flight crew
needs to be able to quickly depressurize the airplane to enable opening of
the doors. However, fast actuation needs care during manual
pressurization control. Fast actuation of the OFV can cause large changes
in cabin rate of climb or descent which can lead to passenger discomfort or
even injury.
Momentary movement of the OFV switch means the switch should be
moved from the center position without delay to the stop on the OPEN or
CLOSED position. Once the OFV switch reaches the stop, the OFV
switch should be released back to the center position. Once movement is
initiated from the center position, it should be no more than one second
before the switch is released back to the center position.
With each momentary movement of the OFV switch, the flight crew needs
to verify the OFV position indication moves in the desired direction, cabin
altitude climbs or descends as selected and differential pressure increases
or decreases as selected.

Page 8 of 13
OPERATING INFORMATION

Manual Mode Operation

Operation of the pressurization system in the manual mode can be a result of a non-
normal checklist or due to an operation that necessitates the use of the manual mode.
Manual operation of the pressurization system is referenced in the Manual Mode
Operation Supplementary Procedure.
This FOTB further explains what is expected from the flight crew for each step in either:
• The Manual Mode Operation Supplementary Procedure, or
• In the event manual mode operation is needed per a non-normal checklist.

Manual Mode Operation Supplementary Procedure

CAUTION: Outflow valve switch actuation while in the manual mode causes an
immediate response by the outflow valve. Full range of motion of the outflow valve can
take up to 20 seconds.
Explanation – Even a small movement of the OFV can cause a large change in cabin rate
of climb or descent. Manual movement of the OFV from full open to full closed, or vice
versa, takes up to 20 seconds.

Pressurization mode selector.......................................................... MAN

MANUAL light – illuminated
Explanation – When positioning the pressurization mode selector to MAN,
ensure the green MAN light illuminates on the cabin pressure panel. This
confirms that the automatic pressure controllers have been disconnected and
the manual motor controls are active.

CABIN/FLIGHT ALTITUDE placard........................................... Check

Determine the desired cabin altitude.
Explanation – In order to determine the desired cabin altitude, first determine
the airplane’s flight altitude. Examples:
 Airplane altitude of 15,000 feet, the desired cabin altitude is the
planned landing altitude.
 Airplane altitude of FL320, the desired cabin altitude is 7000 feet.

Page 9 of 13
Manual Mode Operation Supplementary Procedure (continued)

If a higher cabin altitude is desired:

Outflow valve switch (momentarily) ..................................OPEN
Verify the outflow valve position indicator moves right, cabin altitude
climbs at the desired rate, and differential pressure decreases. Repeat as
necessary.
Explanation – If climbing from FL300 to FL340, momentarily move
the OFV switch towards OPEN in order to increase the cabin altitude
from 6000 feet to 8000 feet. The objective is to move the OFV switch
towards OPEN to achieve a cabin climb rate of 750 FPM or less. If
the resulting climb rate is greater than 750 FPM, then momentarily
move the OFV switch towards CLOSE in order to reduce the cabin
climb rate so that it is 750 FPM or less.

If a lower cabin altitude is desired:

Outflow valve switch (momentarily) ................................CLOSE
Verify the outflow valve position indicator moves left, cabin altitude
descends at the desired rate, and differential pressure increases. Repeat
as necessary.
Explanation – If descending from FL340 to FL300, momentarily move
the OFV switch towards CLOSE in order to reduce the cabin altitude
from 8000 feet to 6000 feet. The objective is to move the OFV switch
towards CLOSE to achieve a cabin descent rate of 750 FPM. If the
resulting descent rate is greater than 750 FPM, then momentarily
move the OFV switch towards OPEN in order to reduce the cabin
descent rate so that it is 750 FPM or less.

Page 10 of 13
Manual Mode Operation Supplementary Procedure (continued)

During Descent
Thrust lever changes should be made as slowly as possible to prevent
excessive pressure bumps.
Explanation – Rapid thrust changes, especially with the use of engine or wing
anti-ice, affect bleed air demands, and therefore pack operation. In order to
maintain a constant inflow of air into the cabin from the packs and avoid
fluctuations in cabin rates of climb or descent, avoid rapid thrust changes.

Outflow valve switch (momentarily)................................ CLOSE

During descent, intermittently position the outflow valve switch toward
CLOSE, observing cabin altitude decrease as the airplane descends.
Explanation – When descending from FL340 to the landing airport,
momentarily move the OFV switch towards CLOSE in order to reduce
the cabin altitude from 8000 feet to landing airport elevation. The
objective is to move the OFV switch towards CLOSE to achieve a cabin
descent rate of 750 FPM. If the resulting descent rate is greater than
750 FPM, then momentarily move the OFV switch towards OPEN in
order to reduce the cabin descent rate so that it is 750 FPM or less.

Before entering the landing pattern, slowly position the outflow valve to full
open to depressurize the airplane. Verify differential pressure is zero.
Explanation – An over-pressure landing may delay opening of the cabin
doors, therefore, need to ensure the airplane is depressurized prior to landing.
This is accomplished by fully opening the OFV before entering the landing
pattern. The objective is to move the OFV switch towards OPEN to achieve a
cabin climb rate of 750 FPM or less. If the resulting climb rate is greater than
750 FPM, then momentarily move the OFV switch towards CLOSE in order to
reduce the cabin climb rate so that it is 750 FPM or less.
Pattern altitudes for turbojet airplanes can extend up to 2500 feet above
airport elevation.
Note that when the OFV is fully open and the airplane is depressurized, cabin
climb or descent rates are approximately equal to airplane climb and descent
rates.

Page 11 of 13
Manual Mode Operation during non-normal checklists

There are several non-normal checklists that direct the flight crew to move the
pressurization mode selector to MAN and then manually open or close the OFV. These
non-normal checklists often refer to “momentary” actuation of the OFV. See below for
more specific information of the manual mode with regards to non-normal checklists.

• Steps directing to fully close the OFV.

o In these steps it is not necessary to use “momentary” actuation of the OFV
switch. For these steps the OFV switch should be moved and held in the
CLOSE position until the outflow valve indication shows the OFV is fully
closed.
o Example from the CABIN ALTITUDE WARNING or Rapid
Depressurization non-normal checklist:

• Steps directing to fully open the OFV.

o In these steps it might be necessary to use “momentary” actuation of the
OFV switch. The flight crew first needs to determine if the airplane is
pressurized or not.
 Airplane is pressurized – In this situation use “momentary”
actuation of the OFV switch in order to avoid rapid and large
pressurization changes. The objective is to move the OFV switch
towards OPEN to achieve a cabin climb rate of 750 FPM or less. If
the resulting climb rate is greater than 750 FPM then momentarily
move the OFV switch towards CLOSE in order to reduce the cabin
climb rate so that it is between 750 FPM or less. Once the cabin
differential pressure is zero, the OFV can be moved to full open.
 Airplane is not pressurized – In this situation confirm cabin
differential pressure is zero and then move the OFV to full open.
o Example from the Cabin Temperature Hot non-normal checklist:

Page 12 of 13
Manual Mode Operation during non-normal checklists (continued)

• Steps directing to move the OFV to OPEN or CLOSE.

o These steps are essentially directing the flight crew to manually control
cabin pressure. Refer to Manual Mode Operation Supplementary
Procedure guidance provided above.
o Example from the CABIN ALTITUDE WARNING or Rapid
Depressurization non-normal checklist:

• The Emergency Descent non-normal checklist can be done due to an

uncontrollable cabin altitude or other reason requiring a rapid descent. If the
Emergency Descent non-normal checklist is done as a result of an uncontrollable
cabin altitude, the pressurization mode selector is set to the MAN mode in the
CABIN ALTITUDE WARNING or Rapid Depressurization non-normal checklist.
However, the Emergency Descent non-normal checklist does not have steps to
manually control cabin pressure. In order to avoid an over-pressure landing, the
flight crew needs to ensure the airplane is depressurized prior to landing by fully
opening the OFV.
An update to the Emergency Descent non-normal checklist is currently under
review to provide flight crew guidance to ensure the OFV is fully open prior to
landing.

Page 13 of 13