Pressurization

Pressurization Air Flow

This module provides information on the pressurized areas of the B737-800, and how this pressure is
generated and maintained.

Certain portions of the fuselage are pressurized areas. These areas are colored blue on this graphic. The
gray areas are those compartments that are not pressurized, such as the gear wells, radome, and aft
compartment.

Airflow into the cabin is provided by operation of the air conditioning packs and cabin air recirculation.
Cabin pressurization is controlled by varying the open/close position of outflow valves. The purpose of
the Overboard Exhaust Valve is to provide cooling to the E/E Compartment. The purpose of the Main
Outflow Valve is to control the cabin pressurization. We'll first describe the operation of the Overboard
Exhaust Valve.

The motorized overboard exhaust valve is normally closed. When it is closed, exhaust air from the
equipment cooling system is diffused to the lining of the forward cargo compartment for additional
inflight heating. When it is open, air flows through the E/E Compartment and then overboard. Thus,
airflow through the E/E is always maintained.

On the ground and inflight with a low cabin differential pressure, the overboard exhaust valve opens
and warm air from the E/ E bay is discharged overboard.

Inflight, at higher cabin differential pressures, the overboard exhaust valve is normally closed and
exhaust air is diffused to the lining of the forward cargo compartment. However, the overboard exhaust
valve will open if either pack switch is in HIGH and the right recirculation fan is OFF. This allows for
increased ventilation in the smoke removal configuration.

The main outflow valve is the overboard exhaust exit for the majority of the air circulated through the
passenger cabin. Cabin air is drawn through foot level grills, down around the cargo compartment
area, where it provides heating, and is then discharged overboard through the main outflow valve-

Cabin Pressurization is controlled by a combination of the inflow of air from the packs, and the outflow
of air through the Main Outflow Valve. To allow for an increase of the cabin altitude, the Main Outflow
Valve moves toward open to increase the amount of cabin outflow air. Likewise, the Main Outflow
Valve moves toward closed to decrease the amount of cabin outflow air.

The ADIRUs provide ambient static pressure, barometric corrected altitude, non—corrected altitude and
calibrated airspeed to both automatic pressurization controllers. The ADIRUs receive barometric
corrections from the Captain's and First Officer's Barometric Reference Selectors. DC motors actuate the
Main Outflow Valve assembly.

The cabin altitude can be maintained at sea level for flights up to a predetermined altitude. Above this
altitude, the cabin altitude gradually climbs on schedule. Normally, the pressurization system
automatically maintains a proportional relationship between ambient and cabin pressure during climb
or descent, and maintains a maximum differential pressure during cruise flight.
The differential pressure is limited by the two pressure relief valves to a maximum of 9.l psid. (Max
certified ceiling is AT ,000 ft.).

A negative relief valve prevents external atmospheric pressure from exceeding intemal cabin pressure.
The door seals also act as negative pressure relief protection.
The control panel and associated indicators are located on the overhead panel. A scale is provided
below this panel to allow the crew to visually confirm the correct CAB ALT for the current FLT ALT.

The Cabin Altimeter/ Differential Pressure Indicator displays the cabin altitude in feet by reference to the inner
scale and the small pointer. The differential pressure is determined by reference to the outer scale and the large
pointer. Color arcs indicate limitations for differential pressure. This indicator requires no electrical power for
operation.

An Altitude Horn Cutout switch may be pressed to cut out the intermittent cabin altitude warning horn.
The horn activates when the cabin altitude reaches 10,000 feet. A placard is installed to remind the
crew that the maximum differential pressure limit for takeoff and landing is .125 psid.

A Cabin Rate of Climb indicator displays the rate of cabin climb or descent in feet per minute. This
indicator requires no electrical power for operation.

This module introduced the pressurized locations of the B737—800, described the various valves and fans that
provide pressurization air flow, located the control panel and associated indications for the system, and indicated
what information the ADIRU provides to the automatic pressurization controllers.

Cabin Pressure Control System

This module will provide an overview of the B737-800 Cabin Pressurization Control System.

Three cabin altitude control modes are available, two of these modes provide full automatic operation. The modes
are:
— Automatic
— Alternate
— Manual.

In the AUTO or ALTN mode, the pressurization control panel is used to preset the flight cruise altitude and landing
altitude into the pressure controller:
The air/ground safety sensor signals whether the airplane is on the ground or in the air.
On the ground, the takeoff airport altitude (actually cabin altitude) is fed into the pressurization
controller at all times.

On the ground and at lower power settings, the cabin is depressurized by driving the main outflow valve
to the full open position.

After 1.5 second delay, when the throttles are advanced to achieve an N1 greater than 60% and an
N2 greater than 89%, the controller modulates the main outflow valve toward closed slightly pressurizing the
cabin.
This ground pressurization of the cabin makes the transition to pressurized flight more gradual for the
passengers and crew and also gives the system better response to ground effect pressure changes
during takeoff.

In the air, the pressure controller maintains a proportional pressure differential between airplane and
cabin altitudes. By climbing the cabin altitude of a rate proportional to the airplane climb rate, cabin
altitude change is held to the minimum rate required.
Note: The controller senses only psi. References to altitudes are approximations and vary according to
density altitude. As the density of the air decreases, the greater the change in altitude is for a given psi.

An amber OFF SCH ED DESCENT light illuminates if the airplane begins to descend without having
reached the planned cruise altitude. For example, a flight aborted in climb and is returning to the
takeoff airport.
The MASTER CAUTION lights and AIR COND annunciator light will also illuminate.

After an OFF SCHED DESCENT, the controller programs the cabin pressure to retum to the takeoff field
elevation without pilot input.
However, if the Flight Altitude Indicator is changed by the crew, the automatic capability to return the
cabin to the takeoff field elevation will be lost.

Normally, you will climb out and arrive at your cruise altitude.
Approximately 1,000 ft. below flight altitude (when outside air pressure is within .25 psi of the pressure that will
exist when the airplane is at a selected FLT ALT) the cruise mode is activated.

The controller schedules a constant cabin altitude differential between flight and cabin altitudes during
cruise as follows:
— At or below 28000 feet, 7.45 psid
— 28000 feet to 37000 feet, 7.80 psid
— Above 37000 feet, 8.35 psid.

During isobaric cruise, minor airplane excursions from flight altitude may cause the pressure differential to go as
high as 8.45 psid to maintain a constant cabin altitude.

During descent, the cabin pressure controller begins a proportional descent to an altitude slightly below
the selected LAND ALT. The controller programs the cabin to land slightly pressurized, so that rapid
changes in altitude during approach result in minimum cabin pressure changes.

After landing with NI less than 50%, the controller drives the main outflow valve slowly to full open position
depressurizing the cabin.
Having the main outflow valve full open also prevents the equipment cooling fan from depressurizing the airplane
to a negative pressure.

The Alternate mode functions identical to the AUTO mode.

It is engaged automatically upon failure of the AUTO mode or can be selected by the crew.

An amber AUTO FAIL light illuminates if any of the following conditions occur:
- Loss of DC Power
- Controller Fault
— Outflow Valve Control Fault
— Excessive differential pressure (> 8.75 psi)
— Excessive rate of cabin pressure change
— High cabin altitude (15800 feet)-

With illumination of the AUTO FAIL light, the pressure controller automatically transfers to the ALTN mode. Moving
the pressurization mode selector to the ALTN position extinguishes the AUTO FAIL light and the ALTN light remains
illuminated to indicate single channel automatic operation.

If the pressurization mode selector is in the MAN position, a green MAN light illuminates-
Manual control allows the pilot to control the cabin altitude when the AUTO and ALTN modes have
failed. In the MAN mode, the outflow valve switch is used to modulate the position of the main outflow valve.

The pilot will determine the required cabin altitude by reference to the Cabin / Flight Altitude placard,
and will monitor the valve position by observation of the outflow valve position indicator. In Manual, the
main outflow valve is driven by a separate DC motor at a slower rate than the automatic modes.
This module Introduced the Cabin Pressurization Control System and described the function of the three
Cabin Altitude Control modes, as well as indicated the location of various Cabin Pressurization Control
System control and indicators.