I have glossed over that Pressurisation Flight Profile for years and only now understood the true meaning of it. More power to you, keep the excellent work going!
Isnt it supposed to be the opposite? Cabin Altitude increase during Airplane climb phase means it is de-pressurized. And Cabin Altitude decrease during descend means it is pressurized to match the higher pressure at lower level. Thank you my friends, watching through your videos helps alot as I'm doing my line training now.
Pressurization is based on delta pressure. Increasing cabin altitude in a manner so that delta pressure is increased. Cabin altitude is increased because actual aircraft altitude is also increasing, but in all to maintain delta pressure value.
@PlanesOverHead Excellent work! I have 2 questions: 1. If the aircraft Depressurizes shortly before landing, is there any specific time limit for it? And after that, if we go around or do a touch-and-go, will it create passenger discomfort due to Repressurization? 2. On the LDG ELEV knob, the highest figure listed is 14. Theoretically or practically, does it mean that A320 cannot land at airports with elevations higher than 14,000 ft MSL? And why is there a -2 on that knob; can an airport have a negative elevation?
The repressurization is done at a very gentle rate, because during go around you're generally at lower altitudes which doesn't really require that level of high pressurization, it's just to avoid the rotation surge. Yes airports can be below sea level too. Lot of airports in California and Netherlands for example. 14000 feet is to cater for high altitude operations where after specific approval of the manufacturer and regulator the aircraft can operate under monitored conditions. Not many airports above 14000 feet in the world.
superb useful. It makes learning more efficiently. I would appreciate if you can refer some related ABN PROC to the lesson (ie. why Smokes Removal Proc ask pilots to set LDG elev to 10.000ft). Thanks
Thank you! Smoke removal procedure doesn't ask pilots to set LDG elev to 10000 feet. It asks pilots to descend down to 10000 feet. Two separate things.
Hello, first of all much love from Greece! I would like to ask, where can I find the correspondance of the diagram you present in 3:00 ? What I mean is, whats the function that corelates a/c altitude with cabin altitude, when it is in the automatic profile? For example, if I know that the cabin altitude is 5000 , what is the a/c altitude?
Thank you so much. There is no diagram or any graph for what you are asking, but an approximate and a generic list of values are given in CAB PR SYS 1+2 FAULT. It cannot be fixed for a simple reason because we are never flying in ISA conditions and it purely is dependent on actual outside conditions at that particular area that you're flying through.
I have a question are all your vids based on fcom as well as your understanding? because this provides more info than CBT's and i love it! and also isn't the maximum differential pressure 8.6? why is it 8.06?
@@poh Okay Thanks for clarifying! I told my friends about your page because i told them its similar to the fcom since some are lazy to finish 1000 pages so i think they'll find this really helpful since you based it off fcom
Thanks for the videos, keep it up. I have a qustion about the numbers you used 2000 for feild elevation why the cabin pressure reduces to 1700 isit relative to the 400ft/min shown in the graph
Hi there, I have a couple of questions. Is the Cargo bay also pressurized? I know that it is ventilated with cabin air, and in some options heated, but as I understand the cargo bays are not pressurized? I cant find it explicitly mentioned in the FCOM!
hello there, I've got a few questions, in the event that there is double pilot incapacitation, and assuming that the cabin pressurization has been compromised. how can one make sure that the setting of the cabin pressure is back to normal again. how to set it up so that the cabin has the desired cabin pressure based on the altitude it is in?
@@poh hello there. What I meant was if in the event the cabin pressure was compromise either by the pilot or some unfortunate event. How can one adjust back the setting for cabin pressure on high altitude flight? Is there like a setting that would auto adjust it based on the altitude the aircraft is flying?
For whatever reason if there is a sudden pressure drop (beyond the threshold which is triggered by ECAM), there is no procedure to reset it back and all even if aircraft seems to indicate its okay now. You first simply have to descend and decide later. And if the computers are available they will auto adjust. If computers not available then you've to manually adjust it yourself. But if there is a massive damage to the hull, nothing will work irrespective of the situation.
Dear Friend I would like to know, How to take the actual cabin altitude(2000ft) to lower cabin altitude(1700ft)? then what will happen to the safety valves? Thank you! Great lessons Keep it up :)
Depends on where you are, if you're maintaining level then you need to shut the outflow valve and cabin altitude will drop. Nothing will happen to safety valves.
I have glossed over that Pressurisation Flight Profile for years and only now understood the true meaning of it. More power to you, keep the excellent work going!
Thank you!
Thank you for taking the time to explain the acronyms for us newbies.
You're welcome!
Isnt it supposed to be the opposite? Cabin Altitude increase during Airplane climb phase means it is de-pressurized. And Cabin Altitude decrease during descend means it is pressurized to match the higher pressure at lower level.
Thank you my friends, watching through your videos helps alot as I'm doing my line training now.
Pressurization is based on delta pressure. Increasing cabin altitude in a manner so that delta pressure is increased. Cabin altitude is increased because actual aircraft altitude is also increasing, but in all to maintain delta pressure value.
Very good. Thanks from New Zealand
I hope to make new types of videos like question bank for every system, good job 👏
@PlanesOverHead Excellent work! I have 2 questions:
1. If the aircraft Depressurizes shortly before landing, is there any specific time limit for it? And after that, if we go around or do a touch-and-go, will it create passenger discomfort due to Repressurization?
2. On the LDG ELEV knob, the highest figure listed is 14. Theoretically or practically, does it mean that A320 cannot land at airports with elevations higher than 14,000 ft MSL? And why is there a -2 on that knob; can an airport have a negative elevation?
The repressurization is done at a very gentle rate, because during go around you're generally at lower altitudes which doesn't really require that level of high pressurization, it's just to avoid the rotation surge.
Yes airports can be below sea level too. Lot of airports in California and Netherlands for example. 14000 feet is to cater for high altitude operations where after specific approval of the manufacturer and regulator the aircraft can operate under monitored conditions. Not many airports above 14000 feet in the world.
I hope you do more live videos..including challenging questions
superb useful. It makes learning more efficiently.
I would appreciate if you can refer some related ABN PROC to the lesson (ie. why Smokes Removal Proc ask pilots to set LDG elev to 10.000ft).
Thanks
Thank you!
Smoke removal procedure doesn't ask pilots to set LDG elev to 10000 feet. It asks pilots to descend down to 10000 feet. Two separate things.
Planes Over Head yes it does. Set LDG elev to 10000 and descend to 10000, so the outflow valve will open when reaching 10000 ==> smoke go out.
Thanks for your great efforts
Thank you!
Hello, first of all much love from Greece! I would like to ask, where can I find the correspondance of the diagram you present in 3:00 ? What I mean is, whats the function that corelates a/c altitude with cabin altitude, when it is in the automatic profile? For example, if I know that the cabin altitude is 5000 , what is the a/c altitude?
Thank you so much.
There is no diagram or any graph for what you are asking, but an approximate and a generic list of values are given in CAB PR SYS 1+2 FAULT. It cannot be fixed for a simple reason because we are never flying in ISA conditions and it purely is dependent on actual outside conditions at that particular area that you're flying through.
Superb video. Quite detailed useful information. Much appreciated!
Thank you!
Great effort! Very informative..Cheers!
+uday gambhir Thank you!
I have a question are all your vids based on fcom as well as your understanding? because this provides more info than CBT's and i love it! and also isn't the maximum differential pressure 8.6? why is it 8.06?
Yes that's correct. And thank you!
@@poh Fcom has so much things to absorb so im using your notes because i feel it's similar to the fcom and ill read on fctm for flight purposes
Maximum differential pressure is 8.06 and 8.6 is safety valve operating limit.
@@poh Okay Thanks for clarifying! I told my friends about your page because i told them its similar to the fcom since some are lazy to finish 1000 pages so i think they'll find this really helpful since you based it off fcom
Thank you
Keep it up bro.. Love from Pakistan🇵🇰
Thank you!
Thanks for the videos, keep it up. I have a qustion about the numbers you used 2000 for feild elevation why the cabin pressure reduces to 1700 isit relative to the 400ft/min shown in the graph
+Aseel Algethmi Firstly thank you. Can you please elaborate your question. Didn't really get it.
Hi there, I have a couple of questions. Is the Cargo bay also pressurized? I know that it is ventilated with cabin air, and in some options heated, but as I understand the cargo bays are not pressurized? I cant find it explicitly mentioned in the FCOM!
Cargo bays are mandatorily pressurized. No option to that. You'll get a diagram in DSC-20-20.
@@poh Great, I found the diagram, I knew it was in there somewhere. Thanks a lot
You're welcome
What will be the cabin altitude at time of MLG compress ? If landing elevation is 10000 ft. (Manually selected)?
Will have to check this
Thanks for this useful and helpful video...
You're welcome
Excellent
It is very accurate and helpful information... thanks :)
You're welcome
Awesome video. Thanks for the quiz. Subbed and thumbs up.
+DaAlmondTreeAssc Thank you and Welcome! :)
Good Effort👍👍
Thank you!
hello there, I've got a few questions, in the event that there is double pilot incapacitation, and assuming that the cabin pressurization has been compromised. how can one make sure that the setting of the cabin pressure is back to normal again. how to set it up so that the cabin has the desired cabin pressure based on the altitude it is in?
In your question I didn't understand the context of "back to normal again". If you could elaborate.
@@poh hello there. What I meant was if in the event the cabin pressure was compromise either by the pilot or some unfortunate event. How can one adjust back the setting for cabin pressure on high altitude flight? Is there like a setting that would auto adjust it based on the altitude the aircraft is flying?
For whatever reason if there is a sudden pressure drop (beyond the threshold which is triggered by ECAM), there is no procedure to reset it back and all even if aircraft seems to indicate its okay now. You first simply have to descend and decide later. And if the computers are available they will auto adjust. If computers not available then you've to manually adjust it yourself. But if there is a massive damage to the hull, nothing will work irrespective of the situation.
@@poh thank you for the information👍
Excellent video!
Thank you!
Dear Friend I would like to know, How to take the actual cabin altitude(2000ft) to lower cabin altitude(1700ft)? then what will happen to the safety valves? Thank you! Great lessons Keep it up :)
Depends on where you are, if you're maintaining level then you need to shut the outflow valve and cabin altitude will drop. Nothing will happen to safety valves.
@@poh oooo ok thank you verymuch
Hello
Good day to you
Bro can u plz provide any links or any ways to get the papers to practice and preparation for 147 / b1
Thks rgds
Sorry I don't deal with AME papers.
EASA part 66 blogspot Search on google
Thanks sir for