To surviv pumping that alte
Pressuriz landing a throttles that mom field elev surges w
After lift of 7,45 P 18.500 f after it in diff/pres cabin alt together installed Pressure
The max 600 fpm
When ap mode of further t operatio automat
sure con
ve at altitude g air in, and r er each flight
zation start w altitude whe s up until N1 ment the ou vation by rai when rotation
t off the cont PSID at 28.00 t. After climb ncreases to t ss when devi titude is 8.00 r with the illu d) At a cabin
e Controller.
ximum cabin (can be 750 pproaching t f operation a than 0.25 PS on and pressu
tically change
ntrol
e the 737 is e restricting ai t, and back e with an inpu ere after all p on both eng tflow valve m sing the diff n creates a n trol changes 00 ft keeping bing through the maximum iating from a 00 ft.When t
umination of altitude of 1
ROD during 0 fpm).
the set FLT A and maintain I from the se urizes the ca es to a highe
equipped wit r out. There ach other up t on the ove pressure eve gines reache moves towar
erential pres negative pres into the clim g the cabin at h 28.000 ft th m automatic altitude of 8.
he cabin altit f Cabin Altitu 14.500 ft the
takeoff (to 0
ALT by 500 ft ns a constant et FLT ALT, th abin with 350 er pressurizin
th an autom are two iden p in the even erhead press
nts happen a s 60% > 1.5 s rds close, bri ssure to 0.1 P ssure outside mb mode, inc t the departu he diff/press c limit, 8.35 P
45 PSID but tude exceed ude Warning outflow valv
0.1 PSID) is 3
(0.25 PSI), th t cabin altitu he controller 0 fpm (can b ng rate of 75
matic altitude ntical digital nt of a failing urization con automaticall
seconds, or N inging the ca PSID. This pr e of the outf creasing the ure field elev s increases to PSID. The AM this is not by s 10.000 ft, a g lights on bo
ve receives a
350 fpm and
he pressure de. The othe r changes int e 500 fpm o 50 fpm when
control syst Cabin Press g CPC.
ntrol panel o y. This starts N2 reaches 8 abin altitude revents unco flow valve by diff/press to vation until a o 7.80 PSID u MM also men y FCOM whe a cabin ALTIT oth forward p a close signal
cabin ROC d
controller en er way aroun to the descen
r 750 fpm). T a cargo fire
tem by mean ure Controlle
of a cruise–, a s by moving 89% >1.5 sec
to ± 200 ft b omfortable p
y its position oward the fir approximate until 37.000 f ntions a max ere the maxim
TUDE ALERT panels. (whe l overriding t
during the cli
nters the cru nd, when des nd mode of The controlle
is detected.
ns of ers (CPC)
and the conds. At below
ressure . rst limit ely
ft where imum mum
sounds en
the Cabin
imb is
uise scending er
After landing the controller maintains a diff/press of 0.15 PSID equivalent to 300 ft below landing field elevation until both engines spool down to N1 < 50%, or N2 < 84% for at least 1.5 seconds where after the outflow valve is commanded open.
An OFF SCHED DESCENT indicates together with a Master Caution and an AIR COND annunciator when descending before the set FLT ALT is reached. When this occurs, the CPC resets the landing altitude automatically to the (stored) departure field elevation so you don’t have to reset when an immediate return to that field is required. Anytime when the FLT ALT is changed during flight, the destination field elevation data is lost.
If one CPC fails the backup CPC takes over, indicated by an amber AUTO FAIL (Master caution and AIR COND annunciator) and a green ALT light on the control panel. When ALT is selected on the mode selector, the AUTO FAIL light extinguishes but the ALT light remains illuminated.
If both CPC’s fail it will be indicated by an AUTO FAIL and Mater Caution together with FLT & LAND ALT flashing dashes in the windows. (no ALT light as this function is unavailable)
Runw
Sometim The RAA regardin incursion exists.
The syst data wh When RA stopped RUNWAY operatio
ROUTIN 1. A
way Awa
mes referred AS is an optio ng your posit ns by visually
em uses the ich are comp AAS is enable
by selection Y INOP light on is incorrec E ADVISORIE Approaching with on appr Approaching approached On Runway Distance Rem runway end.
areness
to as “SMAR on on the Boe ion, and a ru y (on the ND
aircrafts GP pared, where
ed the syste n of the Runw t. The light a ct or not ava
ES
g Runwaypro roach.
g Runway pr by the aircra provides aw maining pro .
and Ad
RT LANDING eing 737NG unway positio D) and verbal
PS position in e after an ale
m operates w way Inhibit S
lso illuminat ilable.
ovides in‐the rovides on‐th aft during ta wareness of w
vides aware
dvisory
FEATURE”.
to the EGPW on. It is high warnings, if
n conjunction ert is passed without any Switch on the es when inp
e‐air awaren he‐ground aw
xi operation which runway
ness of aircr
System
WS, which spe ly SA improv f an incorrect
n with EGPW onto the co action of the e EGPWS con ut data (GPS
ness of which wareness of s.
y the aircraft aft along‐tra
(RAAS)
ecifies alerts ving, prevent t aircraft pos
WS stored airp ckpit system e crew. The c ntrol panel in S, Airport dat
h runway the approximat t is lined‐up ack position r
)
s or notificat ting runway sition versus
port and run ms.
callouts can ndicated by t ta) to the RA
e aircraft is li e runway ed with.
relative to th ions runway
nway be the AAS
ned up dge being
he
NON‐RO 1.
2. A o 3.
4.
5. T a 6.
O 7. T
a
OUTINE ADV Runway End low visibility Approaching lined‐up with operations.
Insufficient is lined‐up w minimum ta Extended Ho period on th Taxiway Tak a taxiway.
Rejected Tak Off (RTO).
Taxiway Lan altitudes.
ISORIES d improves a y conditions.
g Short Runw h, and that t Runway Len with, and that
keoff runwa olding on Ru e runway.
ke‐Off provid keoff / Dista nding provide
wareness of way provides
he runway le ngth provides t the runway y length.
unway adviso des awarene ance Remain es awarenes
f the aircraft s in‐the‐air a ength availa s on‐the‐ gro y length avai ory provides ss of excessi ning provides
s that the ai
position rela awareness of ble may be m ound awaren ilable for tak
crew aware ve taxi speed s position aw
rcraft is not
ative to the r f which runw marginal for ness of which keoff is less t
ness of an ex ds or an inad wareness dur lined up with
runway end way the aircr normal land h runway the han the defi xtended hold dvertent take ring a Rejecte h a runway a
during raft is
ing e aircraft
ned ding e‐off on ed Take at low
Elect
I receive
Looking motor th gear box motor an
The EMD cooling f automat overhea
The elec
°C or mo
The seco tempera
The case bottom o This is do operatio exchang
Switchin stopping The EDP