320系列机组课程增压非正常操作A

航空

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航空

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This is an example of an abnormal procedure. We will
use a CABIN PRESSURE FAULT where one of the two
automatic systems fails. At this time, the aircraft is in
cruise and all systems are functioning normally.
You are the PNF.
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SYS 1 SYS 2
When the ECAM system detects a failure, the
appropriate caution is generated and the ECAM CAB
PRESS system page is automatically called.
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Due to the fact that this is only a crew awareness, there
was no Master Caution.
SYS 1 SYS 2
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SYS 1 SYS 2
The failure message is read.
In the case of a CABIN PRESSURE SYSTEM 1 FAULT,
there is no action required by the crew. System two is
automatically activated and controls the outflow valve.
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After confirmation from the PF clear CAB PRESS.
Clear CAB PRESS.
SYS 1 SYS 2
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After confirmation from the PF clear CAB PRESS.
SYS 1 SYS 2
No. Press either CLR key.
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SYS 1 SYS 2
After confirmation from the PF clear CAB PRESS.
No. Press either CLR key.
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The status page is now displayed. There are no
approach procedures to follow and the inoperative
system is Cabin pressurization system 1.
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Once both pilots have reviewed the Status page, clear
the Status Page.
Clear STATUS.
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Once both pilots have reviewed the Status page clear
the Status Page.
No. Press the STS key or either CLR key.
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Once both pilots have reviewed the Status page clear
the Status Page.
No. Press the STS key or either CLR key.
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The STATUS page is replaced by the CRUISE page.
We have now completed the ECAM procedure for a
Cabin Pressure System 1 Fault.
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Let’s look at a second failure to illustrate the functionality
of the system, the associated indication, and the ECAM
procedure.
We will use a Dual System Fault to illustrate these
procedures.
The aircraft is in cruise at FL350.
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The ECAM system has generated a failure message,
with action lines, and called the ECAM CAB PRESS
page.
SYS 1 SYS 2
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SYS 1 SYS 2
Read the ECAM failure title and on the ECAM CAB
PRESS page observe the indications shown in amber.
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Read and complete the action items on the E/WD.
In this case, both automatic systems have failed, we
must switch to manual mode.
Notice that the MODE SEL switch has an amber FAULT
indication to help you locate it.
Switch to Manual Mode.
SYS 1 SYS 2
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Read and complete the action items on the E/WD.
In this case, the first action is to position the Mode
Select Switch to manual mode.
Notice that the switch has an amber FAULT indication
to help you locate it.
No. Switch to Manual Mode.
SYS 1 SYS 2
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Read and complete the action items on the E/WD.
In this case, the first action is to position the Mode
Select Switch to manual mode.
Notice that the switch has an amber FAULT indication
to help you locate it.
No. To switch to Manual Mode use the MODE SEL sw.
SYS 1 SYS 2
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SYS 1 SYS 2
MAN
The indication on the switch changes to show MAN in
white and a green MAN message appears on the system
page to indicate that the pressurization system is in
manual mode.
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SYS 1 SYS 2
MAN You must now control the pressurization of the aircraft
by using the MAN V/S CTL switch to move the outflow
valve.
Notice also that, since you have control of the outflow
valve, the Landing Elevation indication is no longer
displayed.
Let’s pause the ECAM procedure and look at the use of
the MAN V/S CTL.
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SYS 1 SYS 2
MAN
Click on the forward icon
The MAN Vertical Speed switch is spring loaded to
neutral.
If you hold the switch in the up position the Outflow
Valve slowly opens, the Vertical Speed will change, and
the Cabin Altitude will increase.
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SYS 1 SYS 2
MAN
Click on the forward icon
When the MAN V/S CTL is returned to the neutral
position the outflow valve will stop moving. The
Vertical speed will stabilize and the cabin altitude will
change.
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Conversely if you hold the switch down the Outflow
Valve will close, the Vertical Speed will change and the
Cabin Altitude will decrease.
Now let’s return to the ECAM procedure.
SYS 1 SYS 2
MAN
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SYS 1 SYS 2
Notice that the Vertical Speed indication is zero. This MAN
means that there is no need to adjust the outflow valve
position using the MAN V/S CTL.
Because you have to continually use the MAN V/S CTL
switch the action line is not removed.
Clear CAB PR to review STATUS.
Clear CAB PR.
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SYS 1 SYS 2
Notice that the Vertical Speed indication is zero. This MAN
means that there is no need to adjust the outflow valve
position using the MAN V/S CTL.
Because the FWC cannot determine if you have moved
the manual V/S control by the required amount the blue
action line is not removed.
Clear CAB PR to review STATUS.
No. Clear CAB PR.
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SYS 1 SYS 2
Notice that the Vertical Speed indication is zero. This MAN
means that there is no need to adjust the outflow valve
position using the MAN V/S CTL.
Because the FWC cannot determine if you have moved
the manual V/S control by the required amount the blue
action line is not removed.
Clear CAB PR to review STATUS.
No. To clear CAB PRESS use a CLEAR key.
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The STATUS page provides the pilots with information;
• target Vertical Speeds
• target cabin altitudes, which depend on the flight level
• and a final approach procedure to set the V/S CTL fully
up. This ensures that the outflow valve opens
completely and the aircraft depressurizes.
For our example we are at FL350 so the target cabin
altitude is 6500 feet.
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Review the inoperative systems in the right hand
column.
Remember that information will remain on the Status
Page for the duration of the flight and can be reviewed at
any time.
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The information on the STATUS page is very useful
during descent. You will need to control the outflow
valve and adjust the cabin vertical speed to achieve the
target cabin altitude.
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After confirmation from the PF clear STATUS.
Clear STATUS
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After confirmation from the PF clear STATUS.
No. Press the STS key or either CLR key.
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After confirmation from the PF clear STATUS.
No. Press the STS key or either CLR key.
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Notice that on the CRUISE page, the indication of cabin
vertical speed has changed to a gauge format. This
along with the cabin altitude indication can be used to
set the correct position of the outflow valve.
The ECAM procedure for a Cabin Pressure System 1+2
Fault is complete.
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Let’s now assume that ATC have asked you to
commence a descent to FL 290.
Call the STATUS page.
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Let’s now assume that ATC have asked you to
commence a descent to FL 290.
No. Call the STATUS page.
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Let’s now assume that ATC have asked you to
commence a descent to FL 290.
No. To call the STATUS page use the STATUS key..
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Note that the target cabin vertical speed for the descent
is 300 feet/min and that at FL290 the cabin altitude target
is 4500 ft.
Deselect STATUS.
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Note that the target cabin vertical speed for the descent
is 300 feet/min and that at FL290 the cabin altitude target
is 4500 ft.
No. Deselect STATUS.
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Note that the target cabin vertical speed for the descent
is 300 feet/min and that at FL290 the cabin altitude target
is 4500 ft.
No. To deselect STATUS use the STATUS key.
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The descent has been started. The MAN V/S CTL should
be selected to establish a cabin vertical speed of 300
ft/min down.
Select MAN V/S CTL
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The descent has been started. The MAN V/S CTL should
be selected to establish a cabin vertical speed of 300
ft/min down.
No. Select MAN V/S CTL
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The descent has been started. The MAN V/S CTL should
be selected to establish a cabin vertical speed of 300
ft/min down.
No. To select MAN V/S CTL click on the MAN V/S CTL sw.
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The switch is held down until the cabin vertical speed
reaches the target of 300 ft/min and then released back
to the neutral position.
The cabin altitude is now decreasing.
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Approaching the target cabin altitude the MAN V/S CTL
is selected up to decrease the cabin vertical speed.
Some fine tuning may be required using short blips of
the MAN V/S CTL.
You will have the opportunity to practice the use of the
MAN V/S CTL in the simulator so we will stop here.
NEXT
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