How does landing with slight positive pressure ensures structural integrity?

[FE Hoppy]

Aircraft certified for high elevation operations normally have an override of some kind or a procedure (old aircraft) to deal with the high cabin altitudes. Typically on a modern aircraft the cabin alt warnings are re-set to higher altitudes based on landing field elevation and the pax oxygen dropout shouldn't be effected as it's usually above 14500' cabin alt. The cabin pressure is still scheduled to LFE -2 to 300' on touchdown then a gradual depressurisation during the landing rollout.

[Old Fella]

Originally Posted by underfire

Jet II,

Thanks for this...I was always wondering how the cabin pressure would be regulated when going to high alt airports. Typical cabin pressure is meant to be from 6000 (B787) to 8000 (others) feet.
You get to Cuzco (10,800) or Lizha, (11,700) and levels on approach to 200' above field level... (with cabin warnings at 8000') All good for airports less than the respective pressures...but. My brain hurtz.. Thank goodness for the automation, because if that ever gives up and one has to adjust this manually....damn.

They had oxygen bottles everywhere (and coca leaves) but nothing on the flightdeck.

Back to OP. It is not a structural issue, in fact, the structure would be far better off without the stress associated with overpressurization

You could add to the last sentence " in fact, would be much better off structurally without any "pressurize-depressuize" cycles.

[Goldenrivett]

in fact, would be much better off structurally without any "pressurize-depressuize" cycles.

It would have been much better for Vanguard (VC9) G-APEC