Airbus A320 — Air Conditioning, Pressurization & Ventilation

A320 — Air Conditioning, Pressurization & Ventilation

1) Conditioned air is distributed to:

  • Cockpit, fwd and aft cabins
  • Cockpit, cargo bays and cabin
  • Cockpit, avionics bay and cabin
  • Cockpit, cabin and holds 1 and 2 only

2) Hot AIR FAULT light illuminates on the air conditioning panel. What happens?

  • The hot air press. reg. valve opens and the trim air valves close.
  • The hot air press. reg. valve closes and the trim air valves open.
  • The hot air press. reg. valve closes and the trim air valves close.
  • The hot air press. reg. valve opens and the trim air valves open.

3) Does trim air provide warm or cold air to the system?

  • Cold air
  • Warm air

4) Zone controller primary & secondary channel failure — pack temps?

  • 15°C both
  • 25°C both
  • 20°C for Pack 1 and 10°C for Pack 2
  • 24°C for Pack 1 and 15°C for Pack 2

5) In closed-circuit (airborne), avionics ventilation controls temp by:

  • Adding air-conditioned air to the flow
  • Extracting air overboard
  • Adding avionics bay air
  • Passing air through a skin heat exchanger

6) To enable RAM AIR to the mixing unit, the RAM AIR switch should be used:

  • At any time
  • Only when differential pressure is < 1 psi
  • When differential pressure is > 1 psi
  • Only after outflow valve is fully opened

7) Pack controller primary channel failure:

  • Secondary computer operates as backup; regulation not optimized
  • Secondary takes over (all functions normal)
  • Pack is lost
  • Pack outlet temp controlled at 15°C

8) Pack controller secondary channel failure:

  • No effect on regulation; backup mode is lost
  • Pack is lost
  • No effect (all modes still available)
  • Pack outlet temp controlled at 15°C

9) Pack controller primary & secondary channel failure:

  • Pack outlet temp controlled 5–30°C by anti-ice valve
  • The pack is closed
  • Packs deliver fixed temperature of 20°C

10) Hot air pressure regulating valve failed open:

  • Optimized regulation is lost
  • The temperature stays at the selected value
  • No effect
  • Cabin temperature will be controlled at the upper limit (~30°C)

11) With APU bleed supplying the packs, pack flow is automatically:

  • High
  • Normal
  • Low
  • Econ flow

12) Each trim air valve optimizes zone temperature by:

  • Adding hot air
  • Adding fresh air
  • Modulating pack flow
  • Adding recirculated air

13) Hot air pressure regulating valve:

  • Regulates pressure of hot air tapped upstream of the packs
  • Is spring-loaded open without air
  • Opens automatically in duct overheat
  • Opens automatically if a trim valve fails

14) Pack flow control valve is:

  • Pneumatically operated and electrically controlled
  • Electrically operated and pneumatically controlled
  • Opens automatically during engine start
  • Spring-loaded to open

15) If a zone’s demand can’t be satisfied, engine flow demand:

  • Must be increased manually
  • Minimum idle increases automatically
  • Flight idle is always sufficient
  • Use APU to supply additional air

16) Normal maximum cabin altitude:

  • 8,000 ft
  • 9,550 ft ± 350 ft
  • 14,000 ft
  • 800 ft

17) Maximum negative differential pressure for the cabin:

  • 0 psi
  • 1 psi
  • 2 psi
  • 8.6 psi

18) Using packs and LP ground unit simultaneously during long hot stops:

  • Yes
  • No
  • Yes, if OAT > 50°C
  • Yes, provided ground cart airflow < 1.2 kg/s

19) Sources of air for air-conditioning & pressurization:

  • Engine bleed & recirc (ground only)
  • Engine bleed & recirc
  • Engine bleed & recirc, or APU bleed & recirc
  • Engine bleed only

20) Warm-day exterior preflight — avionics INLET/EXTRACT valves:

  • Closed
  • Open
  • Closed or open depending on APU bleed
  • Closed or open

21) During engine start, pack flow control valves:

  • Must be selected OFF
  • OFF on cold days only
  • OFF on hot days only
  • Automatically close

22) Zone temperature is optimized by:

  • HOT AIR valve
  • ZONE control valve
  • PACK FLOW valve
  • TRIM AIR valve

23) Normal pressurization begins:

  • After second engine start
  • During taxi
  • During the takeoff roll
  • After rotation

24) Normal depressurization occurs:

  • 100 ft AGL above touchdown
  • Complete ~1 minute after touchdown
  • After flap retraction
  • On touchdown

25) When to set PACK FLOW to LO?

  • Low pax load — reduce bleed demand & improve fuel efficiency
  • Low pax load — increase cabin temperature
  • High pax load — reduce cabin temperature
  • Cold conditions — higher cabin temperature range


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