Many thanks for watching and the kind comment! I'm glad to see you find them helpful..don't hesitate to ask me any questions when watching the rest of the videos! I wish you a great day!
Hey, Thanks for watching! So, in order to undestand the differential pressure it is important to know that the lower the altitude the higher the pressure! So, if the cabin altitude is at 5000 feet, for example, and the aircraft is flying at an altitude of 27000 feet, the pressure inside the cabin will be higher compared to the outside atmpspheric pressure. This pressure difference (between the cabin pressure and the atmospheric pressure) is indicated by the Differential Pressure indicator. Let me know if I answered your question! I wish you a great weekend!
Hello Captain, I found this video almost by miracle 😂 I wanted to ask you some questions: 1) I was once flying at FL350, had the pressurization panel set for that altitude, but I was cruising with both Packs on HIGH, Trim Air Off, Recirculation Fan On and Engine Bleeds On. The N1% setting was very high too when suddenly I started hearing the "CABIN ALTITUDE" Horn and the cabin altitude was 10.000 ft, differential pressure closing up to 0 psi. I also noticed that the Duct Pressure was at 55 PSI when usually stays at 30 PSI. Why did this happen? 2) Another time something different happened, I was at FL380 and had to turn the Engine Anti Ice ON, out of the blue I saw the "BLEED TRIP OFF" light coming on. Looking at the official QRH for the B378 it says that is not recommended to turn TAI on above FL350. Why is that so? Does the temperature and the pressure inside the Duct Pressure increase significantly if you use TAI at high altitudes?
Hey, 1. Most probably the packs were over stressed, however it is a bit strange because if you were at FL350 and the cabin Altitude was 10000ft you should have had some differential pressure. 2. Did you also switched on the wing Anti-ice?
@@PILOTCLIMB 1) Yes there was some differential pressure but it was descending little by little 2) Honestly I can't remember, maybe I did, yes. Here you can find a video very similar to what happened to me ruclips.net/video/LoEy66kMnxk/видео.html
Great. Concerning pressure configuration, does the flt alt at 35000 and lnd alt at 100 you set up there influence that pressure control? How does the aircraft know pressure should feel like 5000 feet? Another question, in case of pressure problems, can you descend at your own discretion or should you request clearance from the ATC even though you're in an emergency? Seems like a stupid question, but I assume descending without knowing whether there's traffic below you is as risky as pressure issues, right? If you have traffic avoidance system, can you rely on it to make that decision, in case you have such system, of course or should you get the ATC involved anyway?
Many thanks for watching! I hope you are doing great! Yes, the pressure Controllers take the pressure information from the ADIRUs in order to set the right cabin altitude on board. So, depending on the flight altitude and the land alt you set on the pressurization panel the system works accordingly. Concerning the pressurization problems: It all depends on the severity of the problem, let's say you have an explosive depressurization, in that case, you want to descend quickly and send the MAYDAY call. If the problem is manageable then you can ask for descent and manage the situation. It really goes down to priorities. Let me know if you have more questions!
The pressure at 8000 feet varies day by day so this means that the system assumes the isa pressure at 8000 feet ? And how did the systems keeps differential pressure within limits.. if we climbed at 41000 feet the pressure will be very low compared to tbe pressure at 8000 feet
Thanks for watching! I hope the video helped you! The Pressurization controllers gets the Air Pressure informations required from the ADIRUs, in this way the pressurization controllers can keep the cabin altitude and the differential pressure within limits. Normally the differential pressure is kept within limits by the Auto Pressure controller that uses a Pressure Relief Valve that opens if the differnetial pressure is getting to high. Let me know if I answered your question!! I wish you a great weekend!
Can you please use a good microphone placed close to your mouth...so much echo from the room, hard to understand what you're trying to explain...which is a shame
![Low Visibility Ground Operations & LVTO - [What You Need To Consider When The Visibility Is Low].](http://i.ytimg.com/vi/c0nOCcRUccg/mqdefault.jpg)
![Low Visibility Ground Operations & LVTO - [What You Need To Consider When The Visibility Is Low].](/img/tr.png)
![Climb Gradient Explained - [All you need to know about your minimum rate of climb].](http://i.ytimg.com/vi/2lcvTNFMh2g/mqdefault.jpg)
![VNAV: What is it and why is it important? [Vnav basics and how the Airliners descend!]](/img/1.gif)
Your explanations are so clear and greatly appreciated
Many thanks for watching and the kind comment! I'm glad to see you find them helpful..don't hesitate to ask me any questions when watching the rest of the videos! I wish you a great day!
Very interesting and nicely explained. Keep it up Captain 👍👍👍
I'm glad you liked it! Thanks for watching!
Commnet below with your questions and thoughts!! Have a great day
this is usefull thanks
You are very welcome!!
Very Nice video, understood cabin alttiude very much, but I didn’t understand Differential Pressure. Can you pls explain in deep.
Hey, Thanks for watching! So, in order to undestand the differential pressure it is important to know that the lower the altitude the higher the pressure! So, if the cabin altitude is at 5000 feet, for example, and the aircraft is flying at an altitude of 27000 feet, the pressure inside the cabin will be higher compared to the outside atmpspheric pressure. This pressure difference (between the cabin pressure and the atmospheric pressure) is indicated by the Differential Pressure indicator. Let me know if I answered your question! I wish you a great weekend!
Hello Captain, I found this video almost by miracle 😂
I wanted to ask you some questions:
1) I was once flying at FL350, had the pressurization panel set for that altitude, but I was cruising with both Packs on HIGH, Trim Air Off, Recirculation Fan On and Engine Bleeds On. The N1% setting was very high too when suddenly I started hearing the "CABIN ALTITUDE" Horn and the cabin altitude was 10.000 ft, differential pressure closing up to 0 psi.
I also noticed that the Duct Pressure was at 55 PSI when usually stays at 30 PSI. Why did this happen?
2) Another time something different happened, I was at FL380 and had to turn the Engine Anti Ice ON, out of the blue I saw the "BLEED TRIP OFF" light coming on. Looking at the official QRH for the B378 it says that is not recommended to turn TAI on above FL350. Why is that so? Does the temperature and the pressure inside the Duct Pressure increase significantly if you use TAI at high altitudes?
Hey, 1. Most probably the packs were over stressed, however it is a bit strange because if you were at FL350 and the cabin Altitude was 10000ft you should have had some differential pressure.
2. Did you also switched on the wing Anti-ice?
@@PILOTCLIMB 1) Yes there was some differential pressure but it was descending little by little
2) Honestly I can't remember, maybe I did, yes.
Here you can find a video very similar to what happened to me
ruclips.net/video/LoEy66kMnxk/видео.html
Ok, I asked because if you switch on the wing Anti ice above fl350 you might have pressurization problems..
captain is the pressurization panel shutoff when the aircraft descends below 10,000 feet ?
Hey, many thanks for watching!! No it does not, the pressurization system works all the way down to the ground..I wish you a great day
Thanks for your answer Captain!
Great. Concerning pressure configuration, does the flt alt at 35000 and lnd alt at 100 you set up there influence that pressure control? How does the aircraft know pressure should feel like 5000 feet?
Another question, in case of pressure problems, can you descend at your own discretion or should you request clearance from the ATC even though you're in an emergency? Seems like a stupid question, but I assume descending without knowing whether there's traffic below you is as risky as pressure issues, right? If you have traffic avoidance system, can you rely on it to make that decision, in case you have such system, of course or should you get the ATC involved anyway?
Many thanks for watching! I hope you are doing great! Yes, the pressure Controllers take the pressure information from the ADIRUs in order to set the right cabin altitude on board. So, depending on the flight altitude and the land alt you set on the pressurization panel the system works accordingly. Concerning the pressurization problems: It all depends on the severity of the problem, let's say you have an explosive depressurization, in that case, you want to descend quickly and send the MAYDAY call. If the problem is manageable then you can ask for descent and manage the situation. It really goes down to priorities. Let me know if you have more questions!
The pressure at 8000 feet varies day by day so this means that the system assumes the isa pressure at 8000 feet ? And how did the systems keeps differential pressure within limits.. if we climbed at 41000 feet the pressure will be very low compared to tbe pressure at 8000 feet
Thanks for watching! I hope the video helped you! The Pressurization controllers gets the Air Pressure informations required from the ADIRUs, in this way the pressurization controllers can keep the cabin altitude and the differential pressure within limits. Normally the differential pressure is kept within limits by the Auto Pressure controller that uses a Pressure Relief Valve that opens if the differnetial pressure is getting to high. Let me know if I answered your question!! I wish you a great weekend!
The video helped me very well .. thank you for you videos ... i understood the criteria and you answered my question thank you very much.
Can you please use a good microphone placed close to your mouth...so much echo from the room, hard to understand what you're trying to explain...which is a shame