Module 11A.4.3 L3 2016-08-14

Aircraft Maintenance College 66
Module 11A.4.3
Pressurisation
Level 3
14 - 08 - 2016 EASA Part 66
EASA P66 MOD 11A.4.3 L3 Training Manual
Aircraft Maintenance College 66
EASA Part 66
Training Manual
For Training Purposes Only
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EASA P66 MOD 11A.4.3 L3

Aircraft Maintenance College 66 Pressurisation
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TABLE OF CONTENTS
1. FUNDAMENTALS............................................................ 8
1.1 Pressurization................................................................. 8
1.2 Standards Of Pressurization............................................ 10
1.3 Principle Of Pressurization.............................................. 11
1.4 Pressurization Systems.................................................. 14
1.5 Modes Of Operation....................................................... 20
2. CONTROL SYSTEMS..................................................... 22
2.1 Basic operation............................................................. 22
2.2 Mechanical cabin pressure controller................................ 22
2.2.1 Take-Off Condition.................................................. 26
2.2.2 Climb Condition...................................................... 26
2.2.3 Airport Altitude Selector.......................................... 26
2.3 Cabin Air Pressure Regulator........................................... 27
2.3.1 Isobaric Control System ......................................... 30
2.3.2 Differential Control System ..................................... 32
2.4 Electrical and electronic pressure control.......................... 34
2.4.1 Pressurization Control Panel..................................... 40
2.4.2 Outflow Valve........................................................ 48
2.4.3 Flight Envelope...................................................... 54
3. SAFETY DEVICES......................................................... 58
3.1 Pressure Relief Valves.................................................... 58
3.2 Dump Valve................................................................. 62
3.3 Ditching Valve.............................................................. 62
3.4 Emergency Manual Control System.................................. 63
3.5 Maximum Cabin Altitude Override................................... 63
4. FLIGHT DECK INDICATIONS........................................ 64
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LIST OF ILLUSTRATIONS
Cabin Altitude Indicator......................................................66 Pressurization Control Panel B737 Classic.............................43
Cabin Pressure Controller...................................................38 Pressurization Control Panel B737NG....................................44
Cabin Pressure Controller Schematic....................................39 Pressurization Control Panel With 2 Outflow Valves B777........46
Cabin Pressure Regulator....................................................28 Pressurization Indication Gauges On B757............................65
Cabin Pressure Regulator Differential Control Operation..........33 Pressurization Indications B777...........................................69
Cabin Pressure Regulator Isobaric Control Operation..............31 Pressurization System Components On B767.........................71
Cabin Pressure Relief Valve.................................................60 Pressurization Valves.........................................................13
Cabin Pressurization With Coupled Turbo Compressor.............15 Tripple Indication Gauge.....................................................70
Cabin Pressurization With Jet Pump.....................................18 Turbo Charger...................................................................16
Cabin Pressurization With Turbo Compressor.........................19
Cabin Vertical Speed (Rate Of Climb) Indicator......................66
Combined Cabin Altitude And Differential Gauge....................67
Dual Motor Outflow Valve...................................................50
Electronic Pressurization Control B777..................................36
Electro-Pneumatic Pressure Regulation System......................37
Engine Driven Compressor..................................................17
Flight Deck Indications A320...............................................68
Flight Envelope B737.........................................................57
Flight Profile A320.............................................................56
Mechanical Pressure Control................................................23
Outflow Valve B777...........................................................53
Outflow Valve Location.......................................................51
Outflow Valve With 3 Motors...............................................49
Pneumatic Cabin Pressure Regulator....................................29
Pneumatic Outflow Valve....................................................25
Positive Pressure Relief Valves On B757................................61
Pressure Differential At Altitude............................................ 9
Pressure Relief Valve Locations B777....................................61
Pressure Relief Valves B767................................................59
Pressurization Control Panel................................................42
Pressurization Control Panel A300........................................47
Pressurization Control Panel A320........................................45
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ABBREVIATIONS AND ACRONYMS

CPC Cabin Pressure Controller
lbs Pounds
MEL Minimum Equipment List
MFD Multi Functional Display
psid Pounds Per Square Inch Differential
psi Pounds Per Square Inch
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1. FUNDAMENTALS
1.1 Pressurization If the aircraft were flying at 40000ft and the cabin
pressurized to maintain the air pressure at sea-level,
Pressurization is the process of ensuring that
then the differential would be 12psi (i.e. the pressure
the maximum cabin altitude does not exceed the
inside - pressure outside = 12psi). This would put
maximum altitude, which will comfortably support
tremendous stress on the fuselage and would require
human life, regardless of the altitude at which the
a very heavy construction. Although 12 lbs per square
aircraft is flying.
inch doesn’t sound very high, if you consider the total
Jet powered aircraft are capable of flying at very surface area of the fuselage upon which it is acting,
high altitudes. This improves the aircraft efficiency then the figure becomes very formidable.
and reduces fuel burn. It also puts them above bad
For example:
weather and turbulence. However, they human body
doesn’t operate well above 8000ft and since aircraft A door has a surface area 1m2 (=1550 in2)
can easily reach altitudes in excess of 40000ft, it
became necessary to device a way of allowing humans So if the differential is 12psi, then the force pushing on
to breath and function normally. One way is to supply this door is 18600lbsf (=8400kgf)
pressurized oxygen to a mask, but that is very So a compromise was made and keeping in mind
cumbersome. The other way is to pressurize the cabin that 8000ft is still a comfortable altitude to breath
to an altitude, which does support life. So all modern at, aircraft pressurization systems are designed to
highflying aircraft are now fitted with a pressurization keep the cabin altitude below this level. The pressure
system. differential would then be, with the aircraft at 40000ft,
The higher the aircraft flies, the lower the ambient 8.3psi, making it possible to design a lighter airframe.
air pressure will be and the more difficult it becomes A lot of aircraft can handle up to about 10 psi
to breath. By pressurizing the cabin, an artificial differential.
atmosphere is created inside the aircraft, but this does The pressure differential limit on aircraft is usually the
have an impact on the aircrafts structure. When the limiting facture in how high it can fly.
aircraft is on the ground and the cabin not pressurized,
the pressure differential between the two is zero.
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figure 1, Pressure Differential At Altitude
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1.2 Standards Of Pressurization

There are 3 standards of pressurization:
1. Maintaining ground level conditions in the cabin
with the aircraft up to its operational ceiling.
This is a very rare standard, because of the
demands on the airframe.
2. Maintaining a cabin pressure equal to 8000ft with
oxygen as an emergency supply.
Standard on civil airliners.
3. Maintaining a cabin altitude equal to 25000ft, with
a pressure differential at 50000ft of 3 ¾ psi.
Oxygen is required.
Fighter aircraft.
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1.3 Principle Of Pressurization In addition, the pressurization system should permit a

reasonably fast exchange of air from inside to outside
In the typical pressurization system, the cabin,
the cabin. This is necessary to eliminate odors and to
flight compartment, and baggage compartments are
remove stale air.
incorporated into a sealed unit (or pressure vessel),
which is capable of containing air under a pressure The flow of air through an outflow valve is determined
higher than outside atmospheric pressure. The by the amount of valve opening. This valve is ordinarily
pressurized areas are: controlled by an automatic system, which can be
set by the flight crewmembers. In the event of a
-- The cockpit
malfunction of the automatic controls, manual controls
-- The avionics bay
are also provided.
-- The cabin
-- The cargo compartments In addition to the basic units in a pressure control
The pressurization of aircraft is achieved by directing system, outwards and inwards (positive and negative)
air into the cabin from the air conditioning system. The pressure relief valves are necessary to safeguard
amount of air pumped into the cabin is higher to what the cabin and passengers in the event of unusual
is needed. Varying the amount of air allowed to leave occurrences.
the cabin through the controller operated outflow valve Sealing of the pressure vessel is accomplished by
controls the cabin pressure. the use of seals around tubing, ducting, bolts, rivets,
The degree of pressurization and, therefore, the and other hardware that pass through or pierce the
operating altitude of the aircraft are limited by several pressure tight area. All panels and large structural
critical design factors. The fuselage is designed to components are assembled with sealing compounds.
withstand a particular maximum cabin differential Access and removable doors and hatches have integral
pressure, once this reached, the aircraft cannot climb seals, some have inflatable seals.
any further without sacrificing the cabin pressure.
The system must also be designed to prevent rapid
changes of cabin altitude, which may be uncomfortable
or can injure passengers and crew (rate of change).
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THIS PAGE IS INTENTIONALLY LEFT BLANK
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figure 2, Pressurization Valves
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1.4 Pressurization Systems The pressurization system modern jet airliner normally
operates automatically to adjust the cabin altitude and
The type of pressurization system used on an aircraft
rate of climb to ensure maximum passenger comfort
depends mainly on the size of the aircraft and the
and safety.
altitude in has to fly at. Small piston driven aircraft
generally don’t have a pressurized cabin, but those The concept of the system is simple. Air is supplied
that do can either use a coupled turbo charger from the air conditioning packs to the pressurized
(figure 4) and sonic venturi (figure 3) or an engine areas. An outflow valve is used to regulate the amount
driven compressor (figure 5). of air allowed to escape from the pressurized areas. A
cabin pressure controller commands the movements of
On turbine-powered aircraft, the air supplied from a
the outflow valve.
gas turbine engine compressor is contamination free
and can be suitably used for cabin pressurization. The cabin pressure controller (CPC) can be mechanical,
electrical or electronic in operation, with the
In its simplest form, a jet pump is used to increase
mechanical system being phased out. Today only
the amount of air taken into the cabin (figure 6). The
electronic systems are installed in new aircraft. What
jet pump is a venturi nozzle located in the flush air
ever system is used, the function remains the same.
intake ducting. High velocity air from the engine flows
through this nozzle. This produces a low-pressure area
around the venturi, which sucks in outside air. This
outside air is mixed with the high velocity air and is
then passed into the cabin.
An adaptation of the jet pump is the turbo compressor
(figure 7). Bleed air taken from the engine drives a
compressor, which then sucks in air via a flush air
intake, similar to the jet pump.
Most large aircraft, however use their air-conditioning
system; an independent compressor driven and
supplied by the engine bleed air.
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figure 3, Cabin Pressurization With Coupled Turbo Compressor
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figure 4, Turbo Charger
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figure 5, Engine Driven Compressor
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figure 6, Cabin Pressurization With Jet Pump
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figure 7, Cabin Pressurization With Turbo Compressor
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1.5 Modes Of Operation

There are 3 modes of pressurization:
-- Unpressurized
-- Isobaric mode
-- Constant–differential pressure mode
In the un-pressurized mode the cabin altitude remains
the same as the flight altitude. In the isobaric mode
the cabin altitude remains constant as the flight
altitude changes and in the constant-differential
pressure mode, the cabin pressure is maintained
at a constant amount above the outside ambient
air pressure. The amount of differential pressure is
determined by the structural strength of the aircraft.
The stronger the aircraft structure the higher the
differential pressure and the higher is the aircrafts
operating ceiling.
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2. CONTROL SYSTEMS
2.1 Basic operation 2.2 Mechanical cabin pressure controller

Irrespective of the type of cabin pressure controller, Still found on older aircraft, the mechanical pressure
they all do the same basic function: controller is all but obsolete, however it is ideal to
understand the operation of the pressure controller
-- Automatically control the pressurization within (figure 8).
pre-set limits
-- Manual override if needed The mechanical CPC is fitted inside the cabin and has:
The pressure controller will signal an outflow valve to -- 2 pressure capsules
control: -- A beam operated control valve
-- The start of the pressurization process -- Warning device
-- The rate at which the cabin pressure changes The CPC will send command signals to the outflow
-- The cabin differential pressure valve.
The pressure capsules inside the controller, one is an
absolute capsule, the other a differential capsule are
linked by a summing beam. The center of the beam is
connected to a spring-loaded control valve. When the
capsules expand or contract, the control valve varies
its opening.
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figure 8, Mechanical Pressure Control
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The control valve and differential capsule are vented

to atmosphere via a static pipeline, while the pressure
controller housing is connected via a pipe to the
diaphragm chamber of the outflow valve.
The housing picks up cabin pressure via a metered
orifice. A filter in the orifice prevents any debris from
entering the controller housing.
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figure 9, Pneumatic Outflow Valve
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2.2.1 Take-Off Condition The outflow valve will modulate to maintain the cabin
Both capsules will be at there nominal length and the pressure.
control valve will be open. This ensures that there is As the altitude continues to rise, the control valve
no pressure buildup inside the controller, because the continues to close under influence of the capsules. This
control valve opening will be larger than the metered increases the pressure inside the controller housing
orifice. The outflow valve will be fully open, by the and closes the outflow valve even more, so cabin
spring inside the valve. pressure increases even more.
With the outflow valve fully open, the cabin cannot At a preset altitude beam contacts the altitude stop,
pressurize. preventing the absolute capsule form expanding
more. The cabin pressure will not rise further and the
2.2.2 Climb Condition maximum differential has been reached.
During the climb, the absolute capsule will expand Should the aircraft climb even further, then the
and the differential will collapse, due to the dropping differential capsule will collapse further, unseating the
ambient pressure. control valve slightly, maintaining maximum differential
The effect on the absolute capsule is higher and causes pressure, but allowing the cabin altitude to climb.
the control valve to begin to close. This starts around This protects the fuselage from excessive differential
10.000ft (alt warning) altitude. The control valve pressure.
opening is smaller than the metered orifice at this Oxygen masks will be deployed when the cabin altitude
point, so pressure starts to build up slowly inside the reaches 14.000ft.
controller. This pressure is sent to the outflow valve
diaphragm and causes it to close. 2.2.3 Airport Altitude Selector
With the outflow valve closing, the pressure inside This allows the altitude of the landing airport to be
the aircraft cabin begins to rise. The cabin pressure set. This is done by interrupting the static air pressure
continues to rise until the pressure inside the controller signal to the differential capsule and the control valve.
housing (= cabin pressure) balances out the pressure It causes the system to pressurize or depressurize
in the outflow diaphragm. earlier or later than normal.
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2.3 Cabin Air Pressure Regulator. The position of the outflow valve controls the amount
of cabin air that is allowed to flow from the pressure
The cabin air pressure regulator is basically a cabin
vessel and this controls the cabin pressure. The
pressure controller and outflow valve in one. The
position of the outflow valve is determined by the
regulator shown in figure 10 and figure 11 is a typical
amount of reference chamber air pressure that presses
differential pressure type regulator that is built into
on the inner face of the outflow valve.
a normally closed air operated outflow valve. It uses
cabin altitude for its isobaric control and barometric
pressure for the differential control. A cabin rate of
climb controller controls the pressure change inside
the cabin. There are 2 main sections to the regulator,
the head and reference chamber and the base with the
outflow valve and diaphragm. The balance diaphragm
(figure 10) extends outward from the baffle plate to
the outflow valve creating an air chamber between the
baffle plate and the outer face of the outflow valve.
Cabin air flowing into this chamber through holes in
the side of the outflow valve exerts a force against
the outer face of the valve, which tries to open it. This
force is opposed by the force of the spring around the
valve pilot, which tries to hold the valve closed. The
actuator diaphragm extends outward from the outflow
valve to the head assembly creating an air chamber
between the head and the inner face of the outflow
valve. Air from the head and reference chamber exert
a force against the inner face of the outflow valve
helping the spring to hold the valve closed.
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figure 10, Cabin Pressure Regulator
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figure 11, Pneumatic Cabin Pressure Regulator
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2.3.1 Isobaric Control System When the regulator is operating in the isobaric range,
The isobaric control system of the pressure regulator cabin pressure is held constant by reducing the flow of
shown in figure 12 incorporates an evacuated capsule, reference chamber air through the metering valve. This
a rocker arm, valve spring and a ball type-metering prevents a further decrease in reference pressure. The
valve. One end of the rocker arm is connected to the isobaric control responds to slight changes in reference
valve head by the evacuated capsule and the other pressure by modulating to maintain a constant
end of the arm holds the metering valve in a closed pressure in the chamber throughout the isobaric range
position. A valve spring located on the metering valve of operation. Whenever there is an increase in cabin
body tries to move the metering valve away from pressure the isobaric metering valve opens which
its seat as far as the rocker arm allows. When the decreases the reference pressure and causes the
cabin air pressure increases enough for the reference outflow valve to open, which then decreases the cabin
chamber air pressure to compress the evacuated pressure.
capsule the rocker arm pivots around its fulcrum and
allows the metering valve to move away from its seat
an amount proportional to the compression of the
capsule. When the metering valve opens reference
pressure airflows form the regulator to atmosphere
through the atmospheric chamber.
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figure 12, Cabin Pressure Regulator Isobaric Control Operation
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2.3.2 Differential Control System

The differential control system of the pressure
regulator figure 13 incorporates a diaphragm a rocker
arm, a valve spring and a ball type-metering valve.
One end of the rocker arm is attached to the head by
the diaphragm which forma a pressure sensitive face
between the reference chamber and the atmospheric
chamber.
Atmospheric pressure acts on one side of the
diaphragm and reference chamber pressure acts on
the other. The opposite end of the rocker arm holds
the metering valve in a closed position. A valve spring
located on the metering valve body tries to move
the metering valve away from its seat as far as the
rocker arm allows. When reference chamber pressure
increases to the system differential pressure limit set
above the decreasing atmospheric pressure it collapses
the diaphragm, which is set at differential pressure and
opens the metering valve. Air flows from the reference
chamber to atmosphere through the atmospheric
chamber, which causes a reduction in the reference
pressure. This reduction in reference pressure causes
the outflow valve to open to reduce the cabin pressure
to maintain the system pressure differential.
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figure 13, Cabin Pressure Regulator Differential Control Operation
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2.4 Electrical and electronic pressure The operational parameters are identical to those of
control the pneumatic control system previously described.
There are some basic differences however. These can
Most modern airliners have the means to electronically be summarized as:
control the cabin pressure automatically for the entire
flight, from the settings made by the flight crew before -- The automatic cabin altitude controllers are
take off. Figure 14 shows a full electronic system and duplicated (Auto 1 and Auto 2) with additional
figure 15 depicts an electro-pneumatic system. inputs from the landing gear (air/ground signal or
‘squat’ switch) and thrust lever positions
A typical pressurization system like you can find on the -- The signals between the auto cabin altitude
Boeing 777, is made up of: controller and the outflow discharge valve(s)
-- A selector/control panel are electrical, so the cabin altitude control panel
-- An outflow valve no longer needs to be an integral part of the
-- Two auto controllers controller
-- Positive pressure relief valves -- The outflow/discharge valves can be actuated
-- Negative pressure relief valve by either of the 2 AC motors or for manual/
emergency by the DC motor
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The electronic pressure controller produces a reference

signal, based on information received from various
systems and inputs to the controller and it’s built-in
pressurization schedule (flight profile). The controller
will send a correcting signal to the outflow valves.
If the cabin altitude deviates from the value in the
pressurization schedule, meaning the pressure
controller can not maintain the correct cabin pressure
anymore, the override monitor circuits will transfer
control to the standby system (Auto 1 to Auto 2) and
activate the appropriate flight deck warnings.
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figure 14, Electronic Pressurization Control B777
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figure 15, Electro-Pneumatic Pressure Regulation System
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figure 16, Cabin Pressure Controller
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figure 17, Cabin Pressure Controller Schematic
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2.4.1 Pressurization Control Panel If neither the fully or semi-automatic modes are
This provides a means for the flight crew to control the available, (i.e.: the pressure controller fails), the
cabin pressure by positioning the outflow valve. There outflow valve can be positioned directly from the flight
are usually three mode selections available; ‘Auto’, deck by operating the electric torque motors to drive
‘Standby’ or ‘Manual’, however some aircraft only have the valve. This is called the manual mode and a choice
Auto and manual selection. The more modern the of an ac or dc electrical supply is available.
aircraft, the more automated the system becomes, New generation Airbus aircraft, only allow AUTO or
with the latest generation aircraft having a minimalistic MANUAL selection using a push button. The system
control panel (see the different control panels in the will automatically switch between AUTO 1 and AUTO 2
figure 18 thru figure 23) (called CPC1 and CPC2) in case of a failure when AUTO
The desired mode will normally be ‘Auto’, where is selected. By selecting MANUAL, both auto controllers
all settings such as intended cruise (flight) altitude are switched off and manual control is enabled.
and destination airfield (landing) altitude are made For Boeing aircraft without a “standby position”, there
before flight. This will allow automatic control of cabin are 2 AUTO controllers installed, AUTO 1 and AUTO 2.
pressure for the whole of the flight. This is called the A selector switch allows the crew to select either one.
fully automatic mode. Most new generation aircraft If the selected AUTO controller should fail, the second
take the landing airfield elevation from the flight controller will automatically take over. The switch has a
management database, removing the need to manually third position for MANUAL selection.
set the elevation, although it can still be done that
way. The system is then operating in semi-automatic
mode.
Alternatively, ‘Standby’ or back up mode can be
selected, where a cabin altitude setting must be made
for each desired cabin pressure change. The input
setting is then controlled automatically as before.
Operation is in semi-automatic mode.
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If you compare the control panel on a 1970’s aircraft

like the Airbus A300 (figure 23) and it’s younger
sister, the A320 (figure 21), you can see that the
pressurization system has become a lot simpler to use.
Most functions are now automatic and require almost
no attention during the flight. Even if a failure occurs,
the new generation systems will automatically switch
over to the back-up system. The older system required
constant attention from the flight engineer, who had to
ensure that the cabin pressure was correct.
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figure 18, Pressurization Control Panel
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figure 19, Pressurization Control Panel B737 Classic
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figure 20, Pressurization Control Panel B737NG
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figure 21, Pressurization Control Panel A320
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figure 22, Pressurization Control Panel With 2 Outflow Valves B777
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figure 23, Pressurization Control Panel A300
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2.4.2 Outflow Valve This setting is used when a fast response is required.
The outflow valve is a gate type valve and is driven by In the MANUAL D.C. setting, the speed of valve
either an AC or DC electric actuator depending upon operation is slower, 8 seconds from fully open to fully
the pilot’s selection. The selection of a mode on the closed. This setting is used when a slower and more
control panel not only affects the pressure controller, it accurate valve positioning is required.
also determines how the outflow valve is controlled. Another type of outflow valve, commonly used on
For example: later generation Boeing aircraft has 2 AC motors and
a DC motor (figure 24). The two AC motors are each
AUTO controlled by one of the AUTO pressure controllers
The pressure controller uses an AC actuator. (AUTO 1 or AUTO 2) and the DC motor is used in
manual control.
STANDBY
The pressure controller uses a DC actuator. This mode NOTE: The outflow valve is a fast moving valve, so
is a back-up to the AUTO mode and takes control when whenever working on the valve, it should be
AUTO fails for any reason. disabled. Sticking your hand through an open
outflow valve without it being disabled can
MANUAL
result in serious injury.
The discharge valve is controlled directly through
the pressure controller using either the AC or the DC
actuator (aircraft type dependent, some only have
DC).
If MANUAL A.C. is selected, the valve will operate
quickly, 4 seconds from fully open to fully closed and
vice versa.
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figure 24, Outflow Valve With 3 Motors
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figure 25, Dual Motor Outflow Valve
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figure 26, Outflow Valve Location
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figure 27, Outflow Valve B777
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2.4.3 Flight Envelope TAKE OFF MODE

The diagram in figure 28 shows a typical flight profile When the engine thrust levers are advanced 10
and the relationship between the cabin and aircraft degrees from idle, the controller enters the take-off
altitude. mode and sets cabin altitude to 70 feet below the take
off airport elevation. This causes the outflow valve to
The flight envelope is programmed into the move towards closed in an attempt to create a cabin
pressurization controller and determines the operation pressure equivalent to -70 ft (0.1psid). This is called
of the outflow valve. pre-pressurization.
The pressurization system has 6 modes of operation: The reason is that during the take off run, at the
point of aircraft rotation the aircraft is in ground
-- Power Up
effect and airflow would be acting upon the discharge
-- Ground
valve in such a way as to present an obstruction to
-- Take-off
the discharge of cabin air. This would cause a slight
-- Flight
temporary rise in cabin pressure, a pressure ‘bump’
-- Depressurization
which would be uncomfortable for the passengers.
-- Ground and transfer
Increasing the cabin pressure to the equivalent of 70
POWER UP feet below take off airport altitude nullifies this effect.
The selected controller goes into standby mode
while it performs BITE functions and verifies its own Immediately after rotation of the aircraft the landing
serviceability. When the tests are completed it enters gear air/ground sensing will signal the controller that
the ground mode. there is no weight on the wheels and it will enter the
flight mode.
GROUND MODE
This will cause the controller to drive the outflow valve
from fully open to closed then fully open again. At
the same time it will verify the correct operation of
the valve and allow the controller to determine valve
position.
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FLIGHT MODE DEPRESSURIZATION

The flight mode is divided up into 3 submodes: After touchdown, a ground signal generated by the
landing gear compressing and the engines at idle,
-- Climb place the controller in depressurization mode. The
-- Cruise outflow valve is positioned to release the remaining
-- Descent pressure at a fixed rate.
The controller reads in the aircraft altitude and rate of
climb from the air data computer and automatically GROUND AND TRANSFER
determines the appropriate cabin pressure. During A few minutes after landing, the outflow valve is
the climb, the controller will maintain a constant moved to the full open position and an automatic
differential pressure rate of change. transfer of the pressure controllers occurs. The active
controller becomes the standby and visa versa.
A few seconds after reaching cruise level flight, the
controller will set the highest possible cabin altitude
between maximum differential pressure and landing
elevation.
The controller will also detect any changes in flight
attitude such as climb, cruise, or descent, and adjust
cabin pressure accordingly by signaling the discharge
valve to move in the required direction.
In descent, the cabin pressure is regulated to the
maximum differential pressure or landing elevation,
whichever is higher.
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figure 28, Flight Profile A320
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figure 29, Flight Envelope B737
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3. SAFETY DEVICES
3.1 Pressure Relief Valves

Safety valves provide protection in case of a failure in
the control system or outflow valve(s).
Positive pressure relief valves relieve excess cabin
pressure and negative pressure relief valves prevent a
high negative differential pressure.
There are different versions of these valves in use.
Some are individual units, others are integrated into
a single unit and some may be incorporated into the
outflow valves.
The design of the valves also vary according to the
manufacturer, but most use diaphragm control or are
of a springloaded hinged flap design.
The positive pressure relief valves open at about 1psi
above max differential while the negative pressure
relief valves prevent exceedance of the max negative
differential. This value depends on the type of aircraft,
for example on the Boeing 757 it is -0.75 psi.
On some aircraft, if it must be dispatched under
MEL conditions for unpressurized flight, the negative
pressure relief valves must be secured open.
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figure 30, Pressure Relief Valves B767
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figure 31, Cabin Pressure Relief Valve
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figure 32, Pressure Relief Valve Locations B777 figure 33, Positive Pressure Relief Valves On B757
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3.2 Dump Valve 3.3 Ditching Valve

This valve is normally solenoid actuated by a cockpit If any of the cabin control valves were situated
switch. When the solenoid is energized the valve opens below the water level and the aircraft ditches in the
dumping cabin air to atmosphere. Cabin pressure will water, the cabin would quickly flood. To prevent this
decrease rapidly until it is the same as the outside air happening, either a mechanical or electrical ditching
pressure and cabin altitude will increase until it is the selection can be made by the crew to seal off all
same as the flight altitude. pressurization valves and inlets.
Some cabin pressure regulators are fitted with a NOTE: The dump and ditching valves are not fitted to
solenoid that put the regulator in dump mode. every type of aircraft.
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3.4 Emergency Manual Control System 3.5 Maximum Cabin Altitude Override
The manual control system allows for emergency A pressure switch set for approx. 15000 feet
control of the cabin pressure. This system is only used (depending on AC type) provides the maximum
if the electrical and the back-up system should fail. It cabin altitude override function. The switch senses
is the last resort for the flight crew to depressurize the cabin pressure and, upon actuation, energizes a
cabin. relay, which locks out all other automatic signals and
provides a new signal to close the outflow valves. This
It consists of a manually operated outflow valve, function operates only in the automatic mode. Valve
operated by a cable and pulley system from the closing action stops if acceptable cabin altitude is re-
cockpit. established.
When the system operates, monitored by the cabin
vertical speed indicator, it enables control of cabin
decompression from a differential pressure of 8.32 psi
down to 0.29 psi in three minutes approximately.
This type of system is not commonly used anymore
due to the multiple redundancy and low failure rate of
modern pressurization systems.
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4. FLIGHT DECK INDICATIONS

Most pressurization systems have three basic cockpit Apart form the 3 gauges, there is also a dedicated
indicators. This may be individual analogue or digital warning related to cabin pressurization, namely the
indicators or may be shown on one of the MFD panels excessive cabin altitude warning. A cabin altitude
(figure 38, figure 39): pressure switch will activate the warnings on the flight
deck if the cabin altitude goes above 10000ft.
-- Cabin altitude
-- Cabin rate of climb If the cabin altitude was allowed to increase
-- Pressure differential indicator unchecked, the crew and passengers could
The cabin altitude gauge measures the actual cabin unknowingly suffer the effects of hypoxia. This
altitude. dangerous condition is obviously undesirable especially
for the aircrew.
The cabin rate of climb indicator tells the pilot the rate
that the cabin is either climbing or descending. (i.e.
the rate at which the cabin loses or gains pressure) A
typical maximum climb rate is 500ft per minute and
the maximum descent rate is 300ft per minute. The
control can be automatic or manual depending on
aircraft type.
The differential pressure gauge reads the difference
between the cabin and the outside air pressures.
This differential pressure is normally controlled and
maintained to a structural limitation around 8psid. This
depends on the aircraft type and the operating ceiling
of the aircraft. The differential pressure gauge may be
combined with the cabin altitude (figure 37) and even
rate of change (figure 40).
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figure 34, Pressurization Indication Gauges On B757
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figure 35, Cabin Altitude Indicator figure 36, Cabin Vertical Speed (Rate Of Climb) Indicator
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figure 37, Combined Cabin Altitude And Differential Gauge
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figure 38, Flight Deck Indications A320
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figure 39, Pressurization Indications B777
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figure 40, Tripple Indication Gauge
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figure 41, Pressurization System Components On B767
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EASA P66 MOD 11A.4.3 L3

4. FLIGHT DECK INDICATIONS........................................ 64

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ABBREVIATIONS AND ACRONYMS

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figure 1, Pressure Differential At Altitude

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1.2 Standards Of Pressurization

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1.3 Principle Of Pressurization In addition, the pressurization system should permit a

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figure 2, Pressurization Valves

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figure 3, Cabin Pressurization With Coupled Turbo Compressor

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figure 4, Turbo Charger

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figure 5, Engine Driven Compressor

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figure 6, Cabin Pressurization With Jet Pump

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figure 7, Cabin Pressurization With Turbo Compressor

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1.5 Modes Of Operation

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2.1 Basic operation 2.2 Mechanical cabin pressure controller

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figure 8, Mechanical Pressure Control

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The control valve and differential capsule are vented

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figure 9, Pneumatic Outflow Valve

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figure 10, Cabin Pressure Regulator

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figure 11, Pneumatic Cabin Pressure Regulator

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figure 12, Cabin Pressure Regulator Isobaric Control Operation

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2.3.2 Differential Control System

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figure 13, Cabin Pressure Regulator Differential Control Operation

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The electronic pressure controller produces a reference

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figure 14, Electronic Pressurization Control B777

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figure 15, Electro-Pneumatic Pressure Regulation System

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