There is no ecam in the case of total loss of pressure control leading to an overpressure, so apply the qrh procedure. The basic procedure is to reduce air inﬂow by turning oﬀ one of the packs and put the avionics ventilation system in its smoke removal conﬁguration so that it dumps cabin air overboard. The ΔP is monitored, and the remaining pack is turned oﬀ if it exceeds 9 psi. 10 minutes before landing, both packs are turned oﬀ and remain oﬀ, and the avionics ventilation is returned to its normal conﬁguration.
[ qrh aep.cab pr, fcom pro.aep.cab pr ]
An ecam warning of excess (>9550ft) cabin altitude should be relied upon, even if not backed up by other indications.
The initial response should be to protect yourself by getting an oxygen mask on. Initiate a descent; if above fl160, this should be in accordance with the Emergency Descent procedure (see Section 2.1). Once the descent is established and all relevant checklists are complete, check the position of the outﬂow valve and, if it is not fully closed, use manual control to close it.
[ cab pr excess cab alt, fcom pro.aep.cab pr ]
If the landing ﬁeld elevation is not available from the fmgs, the landing elevation must be manually selected. This is done by pulling out and turning the ldg elev knob. The scale on the knob is only a rough indication; use the ldg elev displayed on either the cruise page or the cab press sd page instead.
[ cab pr ldg elev fault, fcom pro.aep.cab pr ]
The air pack fault ecam indicates that the pack ﬂow control valve position disagrees with the selected position or that the pack valve has closed due to either compressor outlet overheat or pack outlet overheat.
The aﬀected pack should be turned oﬀ.
A possible reason for this failure is loss of both channels of an Air Conditioning System Controller (acsc). If this occurs, the associated hot air trimming will also be lost (cockpit for acsc 1, cabin for acsc 2).
If there are simultaneous faults with both packs, ram air must be used. This will necessitate depressurisation of the aircraft, so a descent to fl100 (or mea if higher) is required. If a pack button fault light subsequently extinguishes, an attempt should be made to reinstate that pack.
[ air pack 1(2)(1+2) fault, fcom pro.aep.air ]
The associated pack ﬂow control valve closes automatically in the event of a pack overheating (outlet temp >260°C or outlet temp >230°C four times in one ﬂight). The remaining pack will automatically go to high ﬂow, and is capable of supplying all of the air conditioning requirement. This system’s automatic response is backed up by turning oﬀ the pack. The fault light in the pack button remains illuminated whilst the overheat condition exists. The pack can be turned back on once it has cooled.
[ air pack 1(2) ovht, fcom pro.aep.air ]
A warning is generated if a functional pack is selected oﬀ in a phase of ﬂight when it would be expected to be on. This is usually the result of neglecting to re-instate the packs after a packs oﬀ takeoﬀ. Unless there is a reason not to, turn the aﬀected pack(s) on.
[ air pack 1(2) off, fcom pro.aep.air ]
A regulator fault is deﬁned as a failure of one of four devices: the bypass valve, the ram air inlet, the compressor outlet temperature sensor or the ﬂow control valve. The ecam bleed page can be used to determine which device is at fault.
Regardless of the device at fault, the ramiﬁcation is the same; the pack will continue to operate but there may be a degradation in temperature regulation. If temperatures become uncomfortable, consideration should be given to turning oﬀ the aﬀected pack.
[ air pack 1(2) regul fault, fcom pro.aep.air ]
Each acsc has two fully redundant “lanes”, so loss of a single “lane” results in loss of redundancy only.
[ air cond ctl 1(2) a(b) fault, fcom pro.aep.air ]
A duct overheat is deﬁned as a duct reaching 88°C or a duct reaching 80°C four times in one ﬂight. If this occurs, the hot air pressure regulating valve and trim air valves close automatically and the fault light illuminates in the hot air button. This light will extinguish when the temperature drops to 70°C.
Once the duct has cooled, an attempt can be made to recover the hot air system by cycling the hot air button.
If recovery is not possible, basic temperature regulation will continue to be provided by the packs.
[ cond fwd cab/aft cab/ckpt duct ovht, fcom pro.aep.cond ]
If the hot air pressure regulating valve is not in its commanded position, the eﬀects will depend on its actual position.
If it is closed when commanded open, the packs will provide basic temperature regulation.
More serious is if it has been commanded closed in response to a duct overheat and it remains open. Manual control may be eﬀective, but if it is not the only option is to turn oﬀ both packs and proceed as per Section 3.4.
[ cond hot air fault, fcom pro.aep.cond ]
Either a fault with one of the trim air valves or an overpressure downstream of the hot air valve. An associated message indicates which condition exists.
Failure of a trim valve leads to loss of optimised temperature regulation for the corresponding zone; basic temperature regulation is still available.
The trim air high pr message may be disregarded if triggered when all the trim air valves are closed. This occurs during the ﬁrst 30 seconds after the packs are selected on and in ﬂight if all zone heating demands are fulﬁlled.1
[ cond trim air sys fault, fcom pro.aep.cond ]
If both cabin fans fail, their ﬂow should be replaced by increasing the pack ﬂow to hi.
[ cond l + r cab fan fault, fcom pro.aep.cond ]
The cabin zone temperature sensors are normally ventilated by air extracted by these fans. Loss of the fans therefore leads to loss of accurate zone temperature indication.
On older aircraft, temperature control reverts to maintenance of a ﬁxed cabin zone inlet duct temperature of 15°C.
On newer aircraft the temperature controls for the cabin revert to controlling temperature in the ducts. If acsc 2 has also failed, the duct temperatures are maintained at the same level as the cockpit duct temperature, and may therefore be controlled with the cockpit temperature selector.
[ cond lav + galley fan fault, fcom pro.aep.cond ]
Loss of a single cabin pressure controller leads to loss of redundancy only.
If both pressure controllers are lost, use manual control. The outﬂow valve reacts slowly in manual mode, and it may be 10 seconds before positive control of the outﬂow valve can be veriﬁed. It may also react too slowly to prevent a temporary depressurisation.
To activate manual pressurisation control, press the mode sel button. This allows the man v/s ctl toggle switch to directly control the outﬂow valve. Moving the toggle to dn closes the outﬂow valve causing the cabin altitude to descend, whilst moving the toggle to up opens the outﬂow valve causing the cabin altitude to climb. The target climb and descent rates are 500fpm and 300fpm, these being displayed on the status page for easy reference.
A table of fl versus cab alt tgt is also provided on the status page; no guidance is given for the interpretation of this table. The ﬁnal action of the procedure is to fully open the outﬂow valve when reaching 2500ft agl in preparation for an unpressurised landing, so to avoid large pressurisation changes during this action, the ﬁnal cabin altitude target needs to be aerodrome elevation plus 2500ft. This gives an indication of how cab alt tgt should be interpreted: it is the lowest cabin altitude that still results in a safe ΔP at a given fl. A cabin altitude greater then cab alt tgt is always acceptable2 and, moreover, for the ﬁnal stages of the approach, it is necessary. The method is therefore to avoid cabin altitudes below cab alt tgt for your current fl while ensuring that a cabin altitude of aerodrome elevation plus 2500ft will be achieved by the time you need to fully open the outﬂow valve.
Ensure cabin diﬀ pressure is zero before attempting to open the doors.
[ cab pr sys 1(2)(1+2) fault, fcom pro.aep.cab pr ]
High rates of descent may lead to the aircraft descending through the cabin altitude when more than 3000ft above the landing altitude. An ecam warning indicates that this situation is projected to occur within the next 1½minutes. If the rate of descent of the aircraft is not reduced, the pressure controllers will have to resort to high rates of change of cabin altitude, which may cause passenger discomfort. The aircraft’s vertical speed should be reduced unless there is a pressing reason not to.
[ cab pr lo diff pr, fcom pro.aep.cab pr ]
If the outﬂow valve fails to automatically open on the ground, manual control should be attempted. If that doesn’t work, depressurise the aircraft by turning oﬀ both packs.
[ cab pr ofv not open, fcom pro.aep.cab pr ]
There are safety valves for both cabin overpressure and negative diﬀerential pressure; the associated ecam message does not distinguish between the two.
If diﬀ pressure is above 8psi, it is the overpressure valve that has opened. Attempt manual pressurisation control and if that fails, reduce aircraft altitude.
If diﬀ pressure is below zero, it is the negative diﬀerential valve. Reduce aircraft vertical speed or expect high cabin rates.
[ cab pr safety valve open, fcom pro.aep.cab pr ]
1The fcom is not very informative regarding response to overpressure when this does not apply. However the mel operating procedures for dispatch with this condition indicate that turning the hot air pb-sw oﬀ is probably a good idea.
2A reasonable maximum cabin altitude is 8800ft, which is when the cab altitude advisory triggers.