737-300/400

AIR SYSTEMS

Main Menu Quit Next

Cabin Pressurization Panel
Controls and Indicators

Forward Overhead Panel

 Cabin Pressurization Panel
Controls and Indicators

B 737-400
Cabin Pressurization Panel
Controls and Indicators

AUTO FAIL Light:

Illuminated –

Automatic pressurization control failure due to any one of the

following three conditions:

 Loss of AC power for more than 15 seconds Excessive rate of

cabin pressure change (+/- 1800 feet/min.) Cabin altitude in excess
of 13,875 feet
 Control of pressurization automatically transfers to STANDBY
mode.
Cabin Pressurization Panel
Controls and Indicators

OFF SCHED DESCENT Light:

Illuminated –

Aircraft descends before reaching within 0.25 psi of the altitude

which has been set in the FLT ALT indicator.
Cabin Pressurization Panel
Controls and Indicators

STANDBY Light:
Illuminated –
Pressurization system operating in the STANDBY
mode.
Cabin Pressurization Panel
Controls and Indicators

MANUAL Light:
Illuminated –
Pressurization system operating in the MANUAL
mode.
Cabin Pressurization Panel
Controls and Indicators

FLT ALT Indicator:

• Indicates selected cruise altitude.
• Selected cruise altitude is set prior to takeoff.
Cabin Pressurization Panel
Controls and Indicators

FLT ALT Selector:

Push and rotate to set planned cruise altitude in FLT ALT

indicator.

Note: If the flight altitude selector is depressed during the climb

when operating in the AUTO mode, the automatic abort capability
to the takeoff field elevation will be lost.
Cabin Pressurization Panel
Controls and Indicators

LAND ALT Indicator:

• Indicates field elevation of the airport of intended landing.

• Field elevation of the airport of intended landing is set prior to

takeoff.
Cabin Pressurization Panel
Controls and Indicators

LAND ALT Selector:

 Rotate to set field elevation of airport of intended landing in LAND

ALT indicator.
 Large diameter control sets 1000 foot increments.
 Small diameter control sets 10 foot increments.
Cabin Pressurization Panel
Controls and Indicators

CABIN RATE Selector:

DECR –
Cabin altitude rate of change equals 50 feet/min.

Index –
Cabin altitude rate of change equals 300 feet/min.

INCR –
Cabin altitude rate of change equals 2000 feet/min.

Note: Operates only with the pressurization mode selector in

STBY.
Cabin Pressurization Panel
Controls and Indicators

CAB ALT Indicator:

• Indicates selected cabin altitude.
• Utilized when operating in the STANDBY mode.
Cabin Pressurization Panel
Controls and Indicators

CAB ALT Selector:

 Rotate to select desired cabin altitude.
 Large diameter control sets 1000 foot increments.
 Small diameter control sets 10 foot increments.
Cabin Pressurization Panel
Controls and Indicators

Main outflow VALVE Position Indicator:

• Indicates position of main outflow valve.
• Operates in all three modes (AUTO, STANDBY, and MANUAL).
Cabin Pressurization Panel
Controls and Indicators

Main Outflow Valve Switch:

(spring-loaded to center) CLOSE –
Closes main outflow valve electrically when the pressurization
mode selector is in the MAN AC or MAN DC position.

OPEN –
Opens main outflow valve electrically when the pressurization
mode selector is in the MAN AC or MAN DC position.
Cabin Pressurization Panel
Controls and Indicators

FLT/GRD Switch:

AUTO Mode – • GRD :On the ground, drives the main outflow valve to the
fullopen position at a controlled rate and depressurizes the aircraft. After
takeoff, switch is inhibited; function is the same as FLT position.

FLT : On the ground, pressurizes cabin to approximately 200 feet below takeoff
field elevation. After takeoff, cabin pressure is automatically controlled in
both the climb and decent phase as a function of airplane altitude. In the
cruise phase, cabin pressure is held constant.

STANDBY Mode – • GRD : On the ground, drives the main outflow valve open
at the rate selected by the cabin rate selector. After takeoff, switch is inhibited;
function is the same as FLT position.

FLT : Pressurizes the aircraft to the cabin altitude selected in the cabin
altitude indicator at the rate selected by the cabin rate selector.
Cabin Pressurization Panel
Controls and Indicators

Pressurization Mode Selector:

AUTO : Pressurization system is controlled automatically.

STBY : Pressurization system is controlled utilizing the STANDBY

mode.

MAN AC : Pressurization system is controlled manually by the

main outflow valve switch. Main outflow valve operates utilizing
AC power. All auto and standby circuits are bypassed.

MAN DC : Pressurization system is controlled manually by the

main outflow valve switch. Main outflow valve operates utilizing
DC power. All auto and standby circuits are bypassed.

CHECK : Tests auto failure function of the AUTO system.

Cabin Pressurization Panel
Controls and Indicators

Cabin/Flight Altitude Placard:

Used to determine the setting for cabin altitude (CAB ALT) when
operating in the STANDBY and MANUAL modes.
 Cabin Pressurization Panel
Controls and Indicators

Cabin Altitude Panel

Forward Overhead Panel

Cabin Pressurization Panel
Controls and Indicators

CABIN ALT/DIFF PRESS Indicator:

Inner Scale (small white needle):

– Indicates cabin altitude in feet.

Outer Scale (large white needle) :

- Indicates the difference between cabin pressure and ambient

pressure in psi (differential pressure).
Cabin Pressurization Panel
Controls and Indicators

CABIN CLIMB Indicator: Indicates cabin rate of climb in feet/min.

Cabin Pressurization Panel
Controls and Indicators

ALT HORN CUTOUT:

Push –
Silences the intermittent cabin altitude warning horn.

Note: Altitude warning horn sounds when the cabin altitude

reaches 10,000 feet. To reset this warning system, cabin must be
brought back below 10,000 feet.

Note: The sound of the cabin altitude warning horn is the same
sound as the takeoff configuration warning horn.
 Pressurization System

Cabin pressurization is controlled during all ground and flight phases by the Cabin Pressure Control
System (CPCS). The CPCS components includes the cabin pressurization panel, one pressure
controller for both AUTO and STANDBY mode operation (located in E&E bay), cabin altitude panel,
forward outflow valve, main outflow valve, and multiple pressurization relief valves. Cabin pressure is
maintained by positioning the main outflow valve to regulate the airflow from the air conditioning
system.
 Pressurization System

Four separate pressurization modes may be selected: AUTO, STANDBY, MANUAL AC, and MANUAL
DC. The AUTO mode is the normal mode of operation. It utilizes the pressure controller and the AUTO
portion of the cabin pressurization panel. The STANDBY mode is the backup to the AUTO mode and is
semiautomatic. It utilizes the pressure controller and the STANDBY portion of the cabin pressurization
panel. If the AUTO mode and STANDBY mode are not available, the MANUAL mode is available and is
entirely pilot-controlled. The pilot has a choice between MAN AC control, or MAN DC control.
 Pressurization System

In the AUTO mode of operation, aircraft altitude is sensed directly from the static ports, and barometric
corrections come from the Captain’s altimeter. In the STANDBY mode of operation, aircraft altitude is
sensed electrically from an air data computer, and barometric corrections come from the First Officer’s
altimeter. Barometric corrections are necessary to ensure that cabin pressure and landing field
pressure are approximately the same at the time of landing.
 Pressurization System

Cabin air outflow is controlled by the main outflow valve, forward outflow valve, and the automatic flow
control valve. During flight with differential pressure greater than 2.5 psi, the automatic flow control
valve is closed and therefore the majority of air is exhausted out the main and forward outflow valves.
A small amount of air is also exhausted through toilet and galley vents, miscellaneous fixed vents, and
by seal leakage.
 Pressurization System
The main outflow valve can be actuated by either an AC or DC motor. The AC motor is utilized when the
pressurization system is in the AUTO or MAN AC modes. The DC motor is utilized when the pressurization
system is in the STANDBY or MAN DC modes. AC motor speed is faster than DC motor speed. A majority
of the air that is circulated throughout the cabin is drawn out the foot-level grills, then around the aft cargo
compartment for heating, and exhausted overboard out the main outflow valve.
The forward outflow valve assists in maintaining cabin pressure. However, the main purpose of the forward
outflow valve is to discharge warm air that has circulated around the forward cargo compartment for
heating. The valve is open when the main outflow valve is open more than 4.5 degrees, and is closed when
the main outflow valve is within 0.5 degrees being closed. In addition, the forward outflow valve is closed
anytime the recirculation fan is operating, regardless of the main outflow valve position. The forward
outflow valve does not modulate; it is either fully open or fully closed.
Two positive pressure relief valves are installed to prevent cabin-to-ambient differential pressure from
exceeding 8.65 psi. The valves operate independently of each other and any other aircraft system.
The negative pressure relief valve is installed to prevent a negative cabin-to-ambient differential
pressure which may result in damage to the aircraft. The valve opens when differential pressure equals
–1.0.
 Pressurization System

AUTO Mode Operation

When operating in the AUTO mode (pressurization mode selector in AUTO), two values must be set on the
cabin pressurization panel prior to takeoff: FLT ALT (cruse altitude) and LAND ALT (destination airport
elevation). While on the ground, ambient pressure is an automatic input into the pressure controller.

Prior to takeoff with the FLT/GRD switch positioned to GRD, the main outflow valve drives to the fullopen
position and the cabin remains unpressurized. When the FLT/GRD switch is positioned to FLT, the
controller signals the main outflow valve to modulate toward closed, slightly pressurizing the cabin to
approximately 200 feet below takeoff elevation. This pressurization while still on the ground ensures
that the transition to pressurized flight is more gradual. It also allows the pressurization system to better
respond to ground effect pressure changes during takeoff.
 Pressurization System

Once airborne, the pressure controller maintains a proportional differential pressure between cabin and
aircraft altitude. By increasing cabin altitude at a rate which is proportional to the aircraft climb rate, the
change in cabin altitude is held to the minimum rate required.
Pressurization System
 Pressurization System
The OFF SCHED DESCENT light illuminates if the aircraft begins to descend prior to reaching within
0.25 psi of the altitude set in the FLT ALT indicator. Because the altitude in the FLT ALT indicator was
never achieved, the pressure controller retains information regarding takeoff field elevation and will
therefore program the cabin to normally depressurize back to the airport of origin without any further
pilot inputs. This feature is especially beneficial if the aircraft is returning to the airport of origin.

If the aircraft is returning to the airport of origin during an OFF SCHED DESCENT, it is recommended not
to change the altitude set in the FLT ALT indicator (e.g. setting current aircraft altitude). If the FLT ALT
indicator is set to current aircraft altitude, the automatic abort capability to the takeoff field elevation will
be lost. Landing field elevation of the origin airport would then have to be set in the FLT ALT indicator
in order to properly depressurize. Setting current altitude in the FLT ALT indicator does, however,
extinguish the OFF SCHED DESCENT light.

If the aircraft is not returning to the airport of origin during a OFF SCHED DESCENT, the LAND ALT indicator
must be set to the new landing field elevation.
Note: The automatic abort capability to the takeoff field elevation will also be lost if the FLT ALT selector
is depressed during the climb.
 Pressurization System
The cruise mode is activated when the aircraft climbs to within 0.25 psi of the altitude set in the FLT
ALT indicator. During cruise above 28,000 feet, the pressure controller maintains a maximum
differential pressure of 7.8 psi. During cruise below 28,000 feet, the pressure controller maintains a
maximum differential pressure of 7.45 psi. Deviations from flight altitude may cause the differential
pressure to vary as the pressure controller modulates the main outflow valve to maintain a constant
cabin altitude.
 Pressurization System
The descent mode is activated when the aircraft descends to 0.25 psi below the altitude set in the FLT
ALT indicator. During descent, the pressure controller maintains a proportional differential pressure
between cabin and aircraft altitude. The cabin will depressurize to an altitude which is slightly lower than
the altitude which is set in the LAND ALT indicator (landing field elevation). This slightly pressurized
landing ensures that rapid changes in altitude during approach will result in minimum cabin pressure
changes.
 Pressurization System
Once on the ground, positioning the FLT/GRD switch to GRD drives the main outflow valve full-open and
depressurizes the aircraft. Having the main outflow valve full open also prevents the equipment cooling
fan from depressurizing the aircraft to a negative pressre.
 Pressurization System
The AUTO FAIL light will illuminate for any one of the following three conditions:
• Loss of AC power for more than 15 seconds
• Excessive rate of cabin pressure change (+/- 1800 feet/min.)
• Cabin altitude in excess of 13,875 feet

When the AUTO FAIL light illuminates, the pressure controller automatically switches to the STANDBY
mode and the STANDBY light illuminates. Positioning the pressurization mode selector to STBY will
extinguish the AUTO FAIL light.
 Pressurization System

STANDBY Mode Operation

To operate in the STANDBY mode, simply position the pressurization mode selector to STBY. This action
signals the pressure controller to operate in the STANDBY mode and also illuminates the STANDBY light.
Prior to takeoff with the FLT/GRD switch positioned to GRD, the main outflow valve drives to the fullopen
position and the cabin remains unpressurized.

When the FLT/GRD switch is positioned to FLT, the controller signals the main outflow valve to modulate
toward closed in an attempt to pressurize the cabin to the altitude set in the CAB ALT indicator. The CAB
ALT indicator should be set to 200 feet below takeoff field elevation. This pressurization while still on the
ground ensures that the transition to pressurized flight is more gradual. It also allows the pressurization
system to better respond to ground effect pressure changes during takeoff.

For this “demonstration flight” in the STANDBY mode, the following elevations/altitudes are assumed:

Takeoff field elevation: 1,700 feet

Cruise altitude: 30,000 feet
Lading field elevation: 1,300 feet
 Pressurization System

Once airborne, the pilot should reference the cabin/flight altitude placard. The CAB ALT indicator should
then be set to the isobaric cabin altitude, based on the proposed cruise altitude and differential pressure.
For example, if the proposed cruise altitude is 30,000 feet, then the CAB ALT indicator should be set to
5,100 feet. The cabin rate selector should also be set to the desired cabin rate of pressure change.
Recall that DECR has a rate of change equal to 50 feet/min., the index has a rate of change equal to 300
feet/min., and INCR has a rate of change equal to 2000 feet/min.
 Pressurization System
When descent begins, the CAB ALT indicator should be set to 200 feet below landing field elevation.
This slightly pressurized landing ensures that rapid changes in altitude during approach will result in
minimum cabin pressure changes.
 Pressurization System
Once on the ground, positioning the FLT/GRD switch to GRD drives the main outflow valve full-open and
depressurizes the aircraft. Having the main outflow valve full open also prevents the equipment cooling
fan from depressurizing the aircraft to a negative pressre.
 Pressurization System

MANUAL Mode Operation

To operate in the MANUAL mode, simply position the pressurization mode selector to either MAN AC or
MAN DC. This action signals the pressure controller to operate in the MANUAL mode and also
illuminates the MANUAL light. Operation in the MANUAL mode assumes that both the AUTO and
STANDBY modes have failed. By using the main outflow valve switch, the pilot modulates the position
of the main outflow valve to maintain the desired cabin pressure. MAN AC utilizes the AC motor, while
MAN DC utilizes the DC motor. AC motor speed is faster than DC motor speed. Position of the main
outflow valve may be observed in the main outflow valve position indicator.
Cabin Pressure Control System Schematic
EQUIPMENT COOLING
 Circuit breaker panel cooling duct

E&E bay cooling ducts

Main instrument Normal exhaust fan

panel cooling duct
Alternate exhaust fan
To shroud underneath
forward cargo
compartment

Automatic flow control valve

E&E exhaust port

Theequipment
The equipmentcooling
coolingsystem
systemcools
coolselectronic
electronicequipment
equipmentininthe
theflight
flightdeck
deck
andE&E
and E&Ebay.
bay. The
Thecooling
coolingsystem
systemconsists
consistsofofan
anexhaust
exhaustduct
ductand
andtwo
twofans
fans
((normal
normaland
andalternate).
alternate). The
Theexhaust
exhaustduct
ductcollects
collectswarm
warmair
airfrom
fromthe
the
instrumentpanels,
instrument panels,circuit
circuitbreaker
breakerpanels,
panels,and
andE&E
E&Ebay
bayracks.
racks.
 Warm air being drawn
into the cooling duct by
the exhaust fan

Circiut Breaker panel

cooling duct

E/E Bay
cooling ducts

Main Normal
instrument exhaust fan
panel cooling
duct
aAlternate
eshauts fan

To shroud
underneath
forward cargo
compartment

Automatic
flow control
valve

E/E Exhaust
port
 NN

If differential pressure is lessless than 2.5 psi, the automatic flow control valve is open and the warm exhaust air is
discharged overboard via the E&E exhaust port. The E&E exhaust port is located on the underside of the fuselage,
aft of the nose gear.

If differential pressure is the underside of the fuselage, aft of the nose gear. If differential pressure is greatergreater
than 2.5 psi, the automatic flow control valve closes and the warm air is redirected to a shroud underneath the forward
cargo compartment. The air now flows to the lining of the compartment, where radiant heat is utilized for forward
compartment heating. None of the warm air enters the compartment during this process.

The air now collects in a shroud above the compartment. From the shroud, the air is either exhausted overboard
through the forward outflow valve or, if the recirculation fan the air is either exhausted overboard through the forward
outflow valve or, if the recirculation fan is operating, the air is drawn into the recirculation fan and directed back into
the cabin.