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The pressurized areas are:
• the cockpit
• the avionics bay
• the cabin
• and the cargo compartments.

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 Outflow
Valve

The Pressurized Areas

Pack 1 Pack 2

An Outflow valve is used to regulate the amount

of air allowed to escape from the pressurized
areas.

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 Cabin Pressure Controllers

CPC 1 CPC 2

Electric Electric
Motor Motor

Pack 1 Pack 2

Automatic control of the outflow valve is provided by two Cabin Pressure

Controllers. Each controller has an electric motor to move the outflow
valve.

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 CPC 1 CPC 2

SYS 1 SYS 2

Pack 1 Pack 2

A controller/ motor combination is known as a system.

Only one system will operate at any one time with the other system
acting as backup.

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 Manually Controlled
Motor

MAN

Pack 1 Pack 2

A third motor is installed for use in the event of both automatic systems
failing and requires a manual input to open or close the outflow valve.

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 Safety Valves

SYS 1

Pack 1 Pack 2

To avoid excessive cabin differential pressure safety valves

are installed.

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 Cabin
Differential Pressure

SYS 1

Pack 1 Pack 2

Let us look at the operation of the outflow valve for an aircraft in cruise and what happens
to cabin differential pressure, cabin altitude, and Cabin Vertical speed. We will start with
Cabin Differential Pressure.
If the outflow valve is closed, or only allowing a small amount of air to escape, then the
cabin differential pressure will increase.

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 Cabin
Differential Pressure Cabin Altitude

SYS 1

Pack 1 Pack 2

Now let’s look at what happens to Cabin Altitude.

If the outflow valve is closed, or only allowing a small amount of air to escape,
then the Cabin Altitude will descend.

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 Cabin Cabin
Differential Pressure Vertical Speed Cabin Altitude

SYS 1

Pack 1 Pack 2

We can also see what the cabin is doing by reference to vertical speed.
When the outflow valve closes the cabin altitude will decrease with a
Vertical Speed.

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 Cabin Cabin Cabin
Differential Pressure Vertical Speed Altitude

SYS 1

Pack 1 Pack 2

If the outflow valve is fully open, a lot of air is allowed to escape, the
cabin pressure will decrease, the cabin altitude will climb with a
Vertical Speed.

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 SYS 1

Pack 1 Pack 2

The crew can monitor all cabin pressure functions on the

ECAM CAB PRESS Page.

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Let’s look at the information, associated with the pressurization system,
that is presented on the CAB PRESS page. The pack indication is
displayed green when the associated pack is on.

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The Outflow valve position can be monitored, and the system
controller in use is shown.

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There is a single indication for the safety valves.

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The Cabin Differential Pressure, or Delta P, shows the difference, in PSI,
between the cabin pressure and external pressure.
This differential pressure will be at zero on the ground and increase as the
aircraft climbs.

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The Cabin Vertical Speed shows the rate of change, in Ft/Min, of cabin
altitude.
For passenger comfort the pressurization system will aim to keep this rate
of change as small as possible.

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The Cabin Altitude is also shown.

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The Vent, Inlet and Extract indications are associated with the Avionics
Ventilation System and will be discussed in a separate module.

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ECAM CRUISE Page

On the ECAM Cruise Page there are indications of:

• Cabin Differential pressure
• Cabin vertical speed
• Cabin altitude

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 ECAM DOOR/OXY Page

There is also an indication of cabin vertical speed on the ECAM

Door page. Note that this indication is only displayed when the
aircraft is airborne.

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 On the overhead panel there is a CABIN PRESS
panel containing controls to operate the
Pressurization system. Under normal conditions
no pilot action is required on this panel during
flight.

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The Pressurization MODE Select switch has two
settings: Automatic and Manual.

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The normal position for this switch is, lights out.
In this position the pressurization system is in
Automatic mode.

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MAN

The use of Manual Mode and the Manual Vertical

Speed control will be discussed in the Abnormal
Operation module.

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The Landing Elevation selector normally remains in the Auto position.
Landing elevation, which is required by the Pressurization system, is then
provided by the FMGS based upon elevation of the destination airport. If
the landing elevation is not available from the FMGS, then it can be set
manually using this selector.

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The guarded Ditching switch is provided to close
all valves below the waterline so that the aircraft
can be sealed in the unlikely event of a ditching.

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When switched ON, the valve forces the closure of the outflow valve (provided the
MODE SEL switch is in the AUTO position), the emergency ram air inlet, avionics
ventilation inlet and extract valves, and the pack flow control valves.

This valve is used in cold weather operations whenever the aircraft is to be de-iced.

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As part of your pre flight cockpit scan, verify that the Mode selector
switch is in the AUTO position, lights out.

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Confirm that the Landing Elevation Selector is set to AUTOMATIC. Landing
elevation is then provided by the FMGS based upon elevation of the
destination airport.

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On the ECAM CAB PRESS Page confirm that the Landing Elevation Indication is AUTO.
Once the destination airport has been entered into the FMGS the destination landing
elevation is displayed.

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Also confirm that the DITCHING sw is in the OFF
position, lights out.

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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.

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When the ECAM system detects a failure, the SYS 1 SYS 2
appropriate caution is generated and the ECAM
CAB PRESS system page is automatically
called.

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 SYS 1 SYS 2

Due to the fact that this is only a crew

awareness, there was no Master Caution.

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The failure message is read.
In the case of a CABIN PRESSURE SYSTEM 1 SYS 1 SYS 2
FAULT, there is no action required by the crew.
System two is automatically activated and
controls the outflow valve.

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 SYS 1 SYS 2

After confirmation

Clear CAB PRESS

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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 STATUS.

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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.
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 SYS 1 SYS 2
message, with action lines, and called the ECAM
CAB PRESS page.

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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 SYS 1 SYS 2
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

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 LDG ELEV MAN

MAN
MAN
The indication on the switch changes to show SYS 11 SYS
SYS SYS 22

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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 LDG ELEV 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 SYS
MAN
1 SYS 2
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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 LDG ELEV MAN

The MAN Vertical Speed switch is spring loaded

MAN
to neutral. SYS 1 SYS 2
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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 LDG ELEV MAN

MAN
SYS 1 SYS 2
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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 LDG ELEV MAN

Conversely if you hold the switch down the MAN

SYS 1 SYS 2
Outflow Valve will close, the Vertical Speed will
change and the Cabin Altitude will decrease.
Now let’s return to the ECAM procedure.

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 LDG ELEV MAN

Notice that the Vertical Speed indication is zero.

This means that there is no need to adjust the MAN
outflow valve position using the MAN V/S CTL. SYS 1 SYS 2

Because you have to continually use the MAN

V/S CTL switch the action line is not removed.

Clear CAB PRESS to review STATUS.

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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 MAN
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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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,

Clear STATUS.

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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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We will look at some other abnormal situations of the
Pressurization System.
The aircraft is in cruise and all systems are working
normally.

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 .

The caution LANDING ELEV FAULT is telling you

that the Pressurization System has, for some
reason, lost the Landing Elevation Data normally
supplied by the FMGS.
Notice that the landing elevation details on the
system page are blank.

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Read and complete the actions on the E/WD.
In this case, we have to set the landing field
elevation manually.

Select the Landing Elevation selector

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 MAN 5300

As soon as the selector is moved from the AUTO

position the action line on the E/WD clears and a
MAN message appears on the CAB PRESS page.
The Landing Elevation value will also indicate the
selected value.

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 MAN 5300

After confirmation from the PF,

Clear CAB PRESS.

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Notice that :
• There is no call of the STATUS page because we
have set the landing elevation manually and the
system is operative. MAN
• There is a manual landing elevation indication on
the CRUISE page.

The ECAM actions are complete.

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To complete this module let’s look at some other
abnormal indications and what they mean. SAFETY

If there is an excessive positive or negative

differential pressure one of the Safety Valves will
operate.

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An ECAM Caution CABIN PRESSURE SAFETY SAFETY

VALVE OPEN is generated and the safety valve

indication on the CAB PRESS page changes to
amber.

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An ECAM caution CABIN PRESSURE OUTFLOW
VALVE NOT OPEN will be displayed if the outflow
valve has not fully opened on landing. This could
mean that the aircraft is still pressurized and the
doors will be difficult to open.

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Indications on the CAB PRESS page will change to
amber for abnormal indications apart from the cabin
altitude.
If there is an excessive cabin altitude the indication
turns red and a Master Warning is generated.

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List of Subjects

System Description
Controls & Indicators
Normal Operations
Abnormal Operations
Cabin Pressure Fault
Dual System Failure
Other failures

RETURN TO PROGRAM

EXIT PROGRAM

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