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PRESSURIZATION MENU
Normal operation 12/18
During the Take off roll the system controller signals the
outflow valve to close slightly in order to pre-pressurize
the aircraft.
This is to avoid a pressure surge at rotation.
Take off
PRESSURIZATION MENU
Normal operation 13/18
Climb Phase
At Lift Off the controller initiates the climb phase and
cabin altitude varies according to a fixed law taking into
account the actual rate of climb of the aircraft. The
outflow valve will move as required to achieve this.
PRESSURIZATION MENU
Normal operation 14/18
Cruise at 35000ft
Once established in cruise the cabin altitude and
differential pressure will remain steady. The outflow valve
will move as required to maintain the cabin altitude. In
the example shown the aircraft is in cruise at 35000 feet.
Notice the values of differential pressure and cabin
Altitude.
PRESSURIZATION MENU
Normal operation 15/18
While in flight we can monitor all the major pressurization
indications on the ECAM CRUISE Page.
PRESSURIZATION MENU
Normal operation 16/18
Descent
During the descent phase the pressure rate is optimized
so that the cabin reaches landing field pressure just prior
to landing.
Note: for passenger comfort the automatic function will limit the
rate of cabin descent to a maximum of approximately 750 feet
per minute.
PRESSURIZATION MENU
Normal operation 17/18
Landing
At touchdown the cabin altitude should be at the airfield
elevation, and there should be no differential pressure.
To ensure this, just after landing, the outflow valve is
fully opened by the system controller.
PRESSURIZATION MENU Normal operation 18/18
Once the outflow valve is fully opened there is an
automatic change over of the system controllers in
preparation for the next flight. This happens so that both
systems are used equally.
SYS 2
NEXT
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PRESSURIZATION MENU Normal operation 19/18
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EXIT
AUDIO GLOSSARY FCOM
RETURN
AIR CONDITIONING MENU System Presentation 1/40
AIR CONDITIONING MENU
System Presentation 2/40
Like the majority of the systems on the A320 the Air
Conditioning system is fully automatic, and is designed to
provide a comfortable atmosphere in which to work and
travel.
We will begin our study of the system by first looking at
the air conditioning packs.
AIR CONDITIONING System Presentation 3/40
The A320 is equipped with two Air Conditioning Packs
located in the wing root area forward of the Landing Gear
Bay.
Let’s look at how a pack works.
MENU
AIR CONDITIONING System Presentation 4/40
HOT BLEED AIR
Pack Flow
Control Valve
Pack Flow
Control Valve
Hot bleed air enters the pack via a Pack Flow Control
Valve. The purpose of this valve is to adjust the flow rate
through the pack.
MENU
AIR CONDITIONING System Presentation 5/40
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The air then passes through several stages within the
pack that progressively cool the air to provide a
Conditioned Air output. In fact sub zero temperatures
can be achieved.
HOT BLEED AIR
MENU
AIR CONDITIONING System Presentation 6/40
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Two of the stages are heat exchangers that use a flow of
ambient air over them to cool the hot bleed air. This flow
of air enters via a pack inlet scoop and exits via an outlet
duct.
HOT BLEED AIR
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MENU
AIR CONDITIONING System Presentation 7/40
By Pass
Valve
By Pass
Valve
HOT BLEED AIR
So that the output temperature of the pack can be
adjusted a by-pass valve is fitted.
This valve allows warmer air to be mixed with the cold
air.
MENU
AIR CONDITIONING System Presentation 8/40
By Pass
Valve
By Pass
Valve
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The Pack Flow Control Valve, and the By-pass
valve, are regulated by a Pack Controller to vary
the flow rate and temperature output.
Pack
Controller
MENU
AIR CONDITIONING System Presentation 9/40
The Pack Controller also controls the inlet scoop
and outlet duct to vary the amount of air passing
over the heat exchangers.
Note: To avoid ingestion of foreign matter the inlet
scoop and outlet duct close temporarily during take off
　
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